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 M POWER. PERFORMANCE. PASSION.

11.2021 10

6 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
regulars
10 PACE NOTES New Civic Type R, Danny Ric’s Big Mac and the new regs killing fast cars in Australia
24 THE VENT Readers are divided on manual gearboxes and confused about de Dion tubes
28 FIRST DRIVES Audi RS5 Sportback, Porsche’s 911 GTS and the Skoda Octavia RS
110 SWEET DREAM We imagine the crazy LC super coupe that Lexus very nearly brought to market
114 ICON BUYER Alex Affat on the virtually indestructible Ford Focus RS Mk II
120 TECH Kirby is your guide to solid state battery technology and why it’s in your future
126 GARAGE Who needs a hot hatch megatest when the MOTOR garage is stacked with ‘em?
139 OPINIONS We sent Dan Gardner to the Munich motor show. He was expecting the wurst
146 LOST IN TIME The South African Ford with an XR8 badge. And it’s not a Falcon

features
16 WHERE DOES TARGA TASMANIA GO FROM HERE?
Scott Newman sifts through the recommendations in the aftermath of the carnage
rnage at
a Targa 2021
44 LICENCE TO KILL CARS
The stunt team behind No Time To Die reveal some of their driving techniquess and secrets
s
50 CHANGING OF THE GUARD: THE NEW MERCEDES-AMG SL
nt car
opmen
Yep, AMG has taken the big roadster under its wing. We hitch a ride in a development
62 E-LEGEND REINVENTS THE QUATTRO
ate of the
What if the coolest rally cars of the ’70s and ’80s could be reimagined with state t art drivetrains?
We take a look at how E-Legend aims to make that fantasy a production reality ty
78 THE ROAD SERIES: ASTON MARTIN VANTAGE ROADSTER
earrthquake
We unleash Aston’s updated drop-top on a hidden gem of a road and survive an earthquake
102 TOP 10 CARS WE’RE LOOKING FORWARD TO IN 2022
Next year is going to be one for the ages. Go here and you’ll see why
Powering Australia

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M FRONT END. ED’S NOTE

NOSTALGIA IS FINE AS LONG AS WE

RECOGNISE IT FOR WHAT IT IS AND NOT TRY
TO DRESS IT UP IN DIFFERENT CLOTHES

Andy Enright
BEING PRESENT IS hard. No, really. As a species, we is revived, stylists given free rein to reimagine some
seem to have sleepwalked into being anywhere but in of the classics from the past for a whole new audience.
the moment. Whether it’s attending a live event and Fusing a flavour of the past with the best of present
monitoring it through a mobile phone screen or thinking tech is an intoxicating proposition, and promises some
the whole world will be right once we can book 10 days at mouthwatering possibilities.
a Balinese all-inclusive, it’s scarily easily to overlook the It’s undeniable that the narrative of new loses context
here and now. without the story of the old; in this case the fast cars that
Backwards is an especially tempting view for moved the markers. In the last 25 years you might count
performance car fans right now. With an uncertain the Nissan R35 GT-R, the Tesla Model S, the Porsche 911
future, the past is warm and reassuring, hence the huge GT3, the Lexus LFA and the Toyota 86 among them.
uptick in interest for restomods, the revival of classic To that end, we’re opening up the MOTOR’s digital
nameplates and the skyrocketing prices of the cars we archive to subscribers and we’re also offering the
yearned after in our youth. And there’s nothing wrong full digital subscription for free alongside the print title.
with that at all. Not only that, but we’ve opened a new Australian call
The caveat is that by today’s standards old cars can centre so that subscribers get a better level of service,
disappoint. Nostalgia is fine as long as we recognise it for a quicker turnaround on orders and the ability to order
what it is and not try to dress it up in different clothes. I single back copies.
cop some flak for this standpoint from time to time but If you missed a car the first time round, here’s your
I’ll stand by it. Just because something is old and rare opportunity to get on board and read what we thought
doesn’t confer intrinsic merit. I’ll never join the ranks of of it at the time. We’ve got every issue dating back to
those cooing over an old Toyota Paseo, a Maserati Merak 2015 available to peruse at your leisure and that archive
or a Calais SV88. They were mediocre cars back then and is only going to build. Scan the QR code at the bottom
the passage of time shouldn’t alter that fact. of the page and you’ll get plugged straight into the latest
The Audi ur-Quattro was never a mediocre car. It was subscription offers. Virtual tyre kicking has a lot to be said
a game-changer in a number of significant ways and the for it and even if being present is hard
cover car of this issue, from E-Legend, is a harbinger of right now, being informed represents a
a very exciting future whereby the art of coachbuilding solid back up.

SCAN THE QR
CODE TO
SUBSCRIBE AND
ACCESS THE BACK
CATALOGUE

d m o t o r o f f i c i a l f m o t o r_ m a g 9
 11 . 2
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

Pace Notes
IF IT HAPPENED THIS MONTH, IT’S IN HERE
BY • CAMERON KIRBY

10 n ove m b e r w h i c h c a r. c o m . a u /m o t o r
 01
THE RULE KILLING
PERFORMANCE
CARS IN AUSTRALIA
Australia’s decision to enforce new side-impact regulations means some
beloved performance cars will not be available after November 2021
AUSTRALIAN DESIGN REGULATIONS consternation about the fact that
are, for the most part, a rather Australia is enforcing the rules
benign suite of rules that ensures ahead of global market adoption.
cars which are sold and driven on With the Australian car
local roads are both appropriate to market being a relatively small
local conditions and safe. player internationally, the added
However, a recent change to complexity of meeting ADR
ADRs, as they are more commonly requirements means some
known, means a handful of manufacturers are opting to
performance car icons will no stop selling certain vehicles here
longer be available to Australian altogether rather than sink budget
customers by the end of the year. into implementing changes.
The headline victims of the subtle Not is all lost though. While the
ADR tweak are the Nissan GT-R, A110 – as brilliant as it is – will be
Alpine A110, and Lexus’ IS and RC Lexus IS and RC variants. ABOVE lost, MOTOR expects the Alpine
models – including the 5.0-litre Now that grandfathering Want to rip skids like brand to return to Australia once its
V8-powered RC F. clause is coming to an end and
this in the Lexus RC future models are revealed.
F Track Edition? You
Other passenger cars are being manufacturers are forced to choose are running out of Similarly, while the GT-R will be
caught up in the bureaucratic between continuing to sell their time to get one new absent from November onwards,
maelstrom – like the Mitsubishi products by investing in new crash it’s not a permanent farewell.
Mirage – but it is the performance structures, or stopping imports. BELOW “This isn’t the end of the GT-R
When the updated
heroes that will surely be sad news A deadline has been set of GT-R lands, it’ll be story in Australia, but it will mark
to MOTOR readers. November 1. Following that date, Godzilla’s last trip the closure of this chapter for
The key part of the legislation in all passenger vehicles imported Down Under for now this generation vehicle,” Nissan
qiuestion is the innocuous-sounding and certified for road use must Australia’s Adam Peterson said.
‘Australian Design Rule 85/00 – meet ADR 85. Cars brought into A heavily updated GT-R is
Pole Side Impact Performance’ – or the country before November 1 that expected to be revealed circa 2026,
ADR 85 for short. don’t meet ADR 85 will need to be using the current car’s architecture
ADR 85 has a simple and singular registered before July 1 2022. and powertrain but with significant
focus – reduced serious injuries Unlike the GT-R and Lexus advancements. This will be a stop
and fatalities from side-impact models, the Alpine A110 didn’t go gap to the true next generation
crashes using improved passive on sale in Australia until late 2018, GT-R, which is due to be revealed at
safety systems. Put simply, it aims well after the November ‘17 cut- the start of the next decade.
to decrease the danger posed by off for ADR 85. The French sports Think of the impacts of ADR 85
impacts with poles and trees by car was able to still go on sale by as a short term pain for long term
bolstering built-in safety structures. having its paperwork approved and gain. While we are losing a handful
In fact, ADR 85 isn’t actually signed-off ahead of the deadline, of icons, their replacements will be
particularly new. Manufacturers even if its eventual launch wasn’t foror safer for enthusiasts.
have been complying with ADR another 10 months.
85 for passenger vehicles since This is a uniquely Australian
November 2017, but a clause in the problem, and has been in the
legislation is only now taking effect. pipeline for more than a decade.
When the regulations were first The first draft of what we now call
introduced, vehicles that were ADR 85 was proposed by Australia
already homologated were given at the United Nations’ World
an exemption. This included the Forum for Harmonisation of Vehicle e
GT-R, which was first introduced Regulations back in 2010.
to Australia in 2009, as well as the Locally there is industry

d m o t o r o f f i c i a l f m o t o r_ m a g 11
 11 . 2
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

THE NEXT
02 CIVIC TYPE R!
New look! Honda’s hot hatch graduates from juvie

BLOW IT OUT
A trio of exhaust tips DIMENSIONS
remain for the updated Type The updated base-
R. The middle tip is now the Civic family has only
FLARED UP larger of the three, hinting at grown slightly, with the
Clearly visible under the a revised exhaust sytem only change being an
camo are flared arches front hidden underneath extra 12mm between
and rear. Smoother panels the wheels
replace the previous jagged
design, but retain visual
aggression while appearing
more mature

NOSE JOB
The biggest visual changes
for the 2022 update take
place at the front of the Type R.
Not so much revised as entirely
redone, new lights, grille, and
intake help make the Civic a
more compelling hot hatch
against refined rivals

12 n ove m b e r w h i c h c a r. c o m . a u /m o t o r
 TOP DESPITE LOOKING LIKE something A six-speed manual transmission
Brake lights out of an anime cartoon, the is locked in, but what about an
expected to run the current fifth-generation Honda automatic? With the current model
full width of the rear, Civic Type R boasted one of the available only with three-pedals,
while the spoiler
is more TCR than finest driving experiences you Honda is one of the last manual-
Gundam could buy. However, if the outré exclusive hold outs in the hot hatch
design put you off we have some segment. That could be set to
AERO good news, with new styling being change, with a dual-clutch automatic
Gone is the all- one of the headline features of the variant reportedly in development.
plastic rear wing of updated Type R. Official pictures Of the test cars spotted in the wild,
the fifth-gen Type R, of the updated model have been each has an exhaust signature
replaced by a more
subtle spoiler using released, and we tasked digital reflective of a manual – indicating
metal struts artist Theophilus Chin with stripping that that self-shifting Type R may
back the camouflage to reveal the not appear until later.
updated car’s sheetmetal, which is Test cars were spotted testing on
what you see before you. the roads around the Nürburgring,
It’s expected the updated Civic indicating Honda is developing
Type R will be revealed later in the the vehicle on the Green Hell, with
year, with Australian deliveries not an eye to potentially reclaiming
due until well into 2022. In its current its front-drive Nordschleife lap
guise the Type R is the hot hatch record from the Renault Megane
benchmark – and was the first car RS Tropy-R. The French hot hatch
to win both our PCOTY and BFYB usurped the Civic by three seconds
awards. So, when talk of updates in 2019, setting down an impressive
start getting bandied around, there’s benchmark of 7:40.1.
understandable anticipation. Ensuring the dynamic
The good news is there aren’t fundamentals retain their excellence,
going to be any fundamental Honda is opting to slightly revise
changes to the Type R’s the Type R’s current chassis rather
mechanicals. The 2.0-litre than developing an entirely new
turbocharged four-cylinder engine architecture. Understandable given
is set to return with a potential new the fifth-gen Type R’s relative youth
48-volt mild-hybrid system. Adding as it was first revealed in 2017.
slight electrical assistance will bring This means that the dual-axis
important efficiency improvements front suspension will carry over,
needed to help the Type R along with the current car’s adaptive
pass ever-tightening emissions dampers (likely with revised tuning).
regulations, while also offering Sticky performance-focused rubber
additional torque fill. and 20-inch wheels are likely to be
Currently the Type R produces standard fit.
228kW and 400Nm, giving it a Along with styling cues brought
LEFT small power bonus compared to over from the updated Civic range,
There are plenty key rivals. New engine mapping, a the Type R will adopt a refreshed
of people that say reworked exhaust system, and the interior, with a metal honeycomb
they’d love the Type
R if it wasn’t for the aforementioned mild-hybrid will strip stretching across the dash.
visuals. What will be increase this further. To what extent Will the Type R’s looks finally
their excuse now? remains unclear for now. match its drive? – CK

d m o t o r o f f i c i a l f m o t o r_ m a g 13
M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

BY TRENT GIUNCO

MCLAREN LICKS
03 THE 720S STAMP Woking celebrates with Ricciardo Special Edition
THE AUTOMOTIVE WORLD loves own name to the stillborn AJF1 dealerships in Melbourne and
ABOVE
a special edition. And if it can be Fusion Series supercar. Vern Sydney. They’re also only
Burton Blue is found
tied to a famous racing name, Schuppan unveiled the Schuppan on the front splitter, available in Australia and the
all the better. Enter the – deep 962CR (based on a Le Mans- front/rear air ducts, national flag sits proudly on the
breath – McLaren Daniel Ricciardo winning Porsche 962 racer) in wing mirrors, side front haunches.
Edition 720S by MS0. the early ’90s. Manufacturers
sills, brake calipers So, what makes this version of
and rear diffuser
It’s a rather aptly timed version have also got in on the act with the already ballistic 720S special?
of one of Woking’s Super Series drivers like Michael Schumacher All three are painted in the same
offerings given Ricciardo claimed (Fiat), Fernando Alonso (Renault) Papaya Spark hue found on the
a drought-breaking race win at and Sebastian Vettel (Infiniti) all MCL35M F1 car, with Burton
the 2021 Italian Grand Prix (with signing off on vehicles sanctioned Blue accents to mirror the racer.
teammate Lando Norris second). with their name. Further features include carbon-
It was win number 183 for the Now it’s Daniel Ricciardo’s fibre sills with Daniel Ricciardo’s
famed team and its first since the turn. And as a reference to the signature inscribed into them
2012 Brazilian GP. Honey Badger’s racing number, and a plaque with ‘One of Three’
However, this certainly isn’t the three examples of the special designated on it. Apart from
first driver-backed special edition. edition have been commission the two-tone paint, the biggest
The likes of 1980 title winner, and by McLaren Special Operations design element is Ricciardo’s race
fellow Aussie, Alan Jones put his in conjunction with McLaren number, three, being etched onto

14 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 Drivrs
PUT THEIR
NAME TO IT

ABOVE Patriotism is strong with this one and it features an

Aussie flag on its haunches, plus the No.3 Western Australian
Daniel Ricciardo races with

BELOW Inside the Honey Badger edition 720S gains Papaya

Spark detailing, just don’t be tempted into a shoey and ruin the
swathes of Alcantara in the cabin
the iconic 720S dihedral doors. MICHAEL SCHUMACHER
Given that the tarted-up NO ONE SAW this coming. A Schumacher-
special edition is mechanically endorsed Fiat Seicento (600). It was based
on the ‘Sporting’ grade, which converts to
unchanged, that means the
a ‘FIRE’ 1108cc four-banger with 40kW and
4.0-litre
4 0-litre twin-turbo V8 remains 20mm lower suspension. The Schumacher
with 530kW and 770Nm. With treatment included ABS, an Abarth body kit
a carbon-fibre tub and a kerb as well as the seven-time world champ’s
weight of 1419kg, the rear-wheel
signature on the boot and side sill. It also
came with a limited edition plate and number.
drive Super Series offering
reaches 100km/h in 2.9 seconds.
For perspective, that’s only 0.3sec
slower than Ricciardo’s F1 car.
The three special editions
are expected to land Down
Under before the end of 2021.
Exactly how much the trio cost
individually hasn’t been disclosed.
However, it will be more than the
$489,900 720S and we’d imagine SEBASTIAN VETTEL
CONVOLUTED IS AN understatement. This
that if you have to ask you can’t V8-powered FX50 came to life to celebrate
afford it. And you’ve probably the then two-time world champ, Sebastian
already missed out. Vettel. Infiniti is a luxe sub-brand of Nissan,
which itself is tied up with Renault, of which
at the time powered the Red Bull Racing F1
team. Got it? Either way, weight topped two
tonne, so no amount of carbon fibre or the
near 300kW 5.0-litre bent eight could save it.

d m o t o r o f f i c i a l f m o t o r_ m a g 15
M FRONT END. SPECIAL REPORT
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

WHAT NEXT
04 FOR TARGA?
FOLLOWING THE TRAGIC trio
Reduced speed and wet tyres advises tarmac rally tribunal
as footage and photography
of deaths at the 2021 running from the accidents in question.
of Targa Tasmania, Motorsport In both fatal incidents,
Australia formed a tribunal to the tribunal found that the
investigate the circumstances accidents were essentially down
of the accidents and provide to driver error, however the
recommendations to improve seriousness of the accidents
competitor safety in subsequent was exacerbated by a number
events. After extensive of factors, including driver
consultation with Targa ability, vehicle setup, failure to
competitors and officials, as well follow emergency protocols
as motorsport experts both local and lack of understanding of
and international, the tribunal said protocols. For example,
has handed down its findings the Mazda RX-7 crash on day
including 23 recommendations five occurred at a slow speed,
for future Targa competitions. but evidence showed that the
The tribunal was chaired by vehicle’s suspension setup and
Garry Connelly AM, Motorsport R-compound tyres were ill-
Australia’s FIA delegate and suited to the wet conditions, ABOVE
The tribunal found
the Chair of the Australian and the driver’s response to a roadside signals
Institute of Motor Sport Safety, loss of control was poor but it impacted the
as well as being the man who was the circumstances around outcome of crashes
brought the WRC to Australia the crash, namely the vehicle
RIGHT
in the late 1980s. Joining him rolling into a body of water, Future routes
were four-time Australian Rally that led to its tragic outcome. will include new
Champion and team principal The position of the car and measures to restrict
of the Toyota Gazoo Racing stress of the situation meant the speeds near hazards
Australia rally team, Neal Bates, co-driver was unable to follow
and lawyer Matthew Selley, an the appropriate emergency
FIA International Gold Steward, procedures, subsequent course design; vehicle
member of the stewards’ panel competitors misinterpreting preparation, suitability and
for Formula 1 and Formula his requests for assistance as related issues; driver/crew
E. He’s also a long-time rally instruction to drive on. licensing, preparation and
competitor, including a two-time In its findings, the tribunal put suitability; safety systems
outright winner of the Classic forward 23 recommendations and processes. The tribunal
Adelaide and three-time South to Targa and Motorsport recommended that a 200km/h
Australian Rally Champion. Australia “to provide guidance speed limit be put in place
Submissions were heard to the sport’s governing body for the event and that the
over six hearings from a wide concerning the overall safety of route should be designed to
range of witnesses, including the event whilst concurrently avoid vehicles being able to
rally organisers and officials, balancing this with its desire, exceed this speed wherever
current and past competitors, and that of the Targa Tasmania’s possible. In stages where this
Targa and Motorsport Australia many stakeholders, to see the isn’t possible, speed reduction
representatives and international event continue in a safe and methods such as chicanes or
safety experts. In addition to sustainable manner, and to retain speed restriction zones should
written and video submissions, wherever possible, the traditions be used, particularly ahead of
evidence included competitor of the past, and the many unique any hazard that could result in
and vehicle data, official features of the event embedded a car exceeding the limits of its
paperwork (service crew by its founders”. suspension design, such as a
information, reconnaissance Recommendations were significant dip or a crest.
notes, scrutineer reports) as well grouped into four categories: No stage should exceed the

16 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 ABOVE BELOW
A new tiered licensing Organisers will now
system will be need to update the
introduced for Targa course each year

d m o t o r o f f i c i a l f m o t o r_ m a g 17
M FRONT END. SPECIAL REPORT
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

132km/h average mandated as

a limit by the FIA and the route
should be altered regularly in
order to reduce complacency
and encourage every crew
to complete pre-event
reconnaissance. Furthermore,
the tribunal recommended that
all crews in the unlimited speed
categories sign a statutory
declaration that they have
conducted at least one pass of
the stages prior to the event,
and that those crews who are
unwilling or unable to complete
a full reconnaissance be
transferred to a speed-limited
category of the competition.
In the area of driver suitability,
the tribunal recommended that
Motorsport Australia develop
a tiered licensing system for
tarmac rallies, to ensure that
crews have the requisite skill and
experience to handle the latest
high-performance machinery
that is eligible. Neal Bates,
who won Targa Tasmania in
1995, told MOTOR: “The stages
haven’t changed over the years
but obviously the cars have
changed a lot in the last 30

ABOVE BELOW
Vehicle prep and driver Teams will now be able
fatigue factored into to use specific wet-
recommendations weather tyres

18 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
years. Most supercars [now]
do 0-100km/h in around three
seconds, they’re capable of top
speeds of 300km/h; if you look
back in the day the equivalent
cars did 220-230km/h, so cars
have changed massively over
time and become a lot faster.
And when you look at supercars,
[they’re] probably less equipped
to handle rough roads as well.”
The vast majority of
the remainder of the
recommendations were to do

“CARS HAVE
with competitor education,
including vehicle setup,

CHANGED
emergency protocol familiarity,
operation of the RallySafe

MASSIVELY OVER
system and the risks associated
with tarmac rallying. Says

TIME AND BECOME

Bates: “If you look at the
tribunal report, a lot of it is
about education. You’ve got a
lot of inexperienced people in
incredibly fast cars and what
you want to do is try and make
A LOT FASTER”
these people understand what also said that while plans were ABOVE success that the nature of the
they’re doing and what the in place to adopt the remaining If competitors course, with its iconic stages
don’t complete a
consequences are if they get recommendations for the 30th and the endurance element,
recce before each
it wrong.” However, important running of Targa Tasmania in event they will which has made the event
recommendations were also 2022, the slight delay of that be relegated to a famous around the world, is
made regarding the use of event from early March to late speed-limited class retained, whilst ensuring that all
wet weather tyres –crews April will simply give the team agreed measures are in place.”
currently being limited to extra time to implement them. A tiered licensing system will
six tyres for the entire event In regards to limiting speeds, also be introduced, Mike Smith,
– the implementation of a especially on some of Targa Motorsport Australia’s Director
more detailed manual vehicle Tasmania’s faster iconic stages, of Motorsport and Commercial
tracking system to back up the Perry told MOTOR: “The course Operations, telling MOTOR:
automated RallySafe system for 2022 was already well down “This is currently in the planning
and a more relaxed schedule to the design and approval process stage. Motorsport Australia will
reduce crew fatigue. when the recommendations be ready to implement these
In response to the tribunal’s were released. We are currently changes from March 2022. We
findings, Targa quickly assessing the best options for will work closely with all tarmac
announced it would adopt all 23 each stage and it won’t be a rally event organisers, including
of the recommendations. Targa case of ‘one size fits all’, with Targa, on introducing these
CEO Mark Perry told MOTOR every stage being like a different BELOW changes to make it as seamless
that recommendations 1-4, 6, 13 race track. Expect to see a The use of RallySafe as possible for competitors,
systems were a
and 16, primarily about reducing variety of agreed measures large focal point for while ensuring we meet the
vehicle speeds and increasing in place across the course to the tribunal recommendations outlined by
hazard awareness, were achieve the planned outcomes. the tribunal.”
adopted for early September’s It is vitally important to Targa Targa’s 30th Anniversary
Targa Great Barrier Reef. Perry Tasmania’s legacy and future event will take place from April
26-May 1, having been delayed
slightly to move beyond COVID
restrictions, with Perry saying
in a statement: “We want to
make the 30th anniversary
something special –the event
of the year for motorsport and
car enthusiasts. We have some
exciting things planned –not
just for our entrants but all the
Targa fans in Tasmania as well.”
The full tribunal report can be
read on the Motorsport Australia
website. - SN

d m o t o r o f f i c i a l f m o t o r_ m a g 19
 GE
Q
SH U T
A O A
N
N T
O E^ E
N
N
S. L
CO TO IG
.A E IB
M
U/ N
TR T
LE
A E
SA R
N
M

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M FRONT END. PACE NOTES
NEWS / REVIEWS / LATEST TECH / MOTORSPORT

NEED MORE
05 GOODIES? Want Aussie motoring vids to watch? We have you covered
WHEN THE MOTOR team aren’t
putting together the pages of the
SCAN THE QR CODE TO WATCH! to how we conduct instrumented
independent testing, Newman’s
magazine we are busy creating video brings you along for the ride,
more videos and stories which can I30 N V FOCUS ST as he puts the Skoda Octavia RS
be found on our YouTube channel through its paces.
and at whichcar.com.au/motor. Performance testing is a tricky art,
It’s there that you’ll find everything with modern vehicles putting more
that we don’t have the space for in power than ever to the ground. It’s
the magazine, along with new videos not as easy as it might seem!
uploaded every week. Our drag series also continues
Editor Enright was one of the unabated. In our most recent
first people in the country to get an SKODA OCTAVIA RS iteration the Ford Focus ST and
up-close and personal look at the Hyundai i30 N face off to see which
new Ferrari 296 GTB. hot hatch is quickest in a straight
This model represents an line. Drag racing isn’t necessarily
important new era for Maranello, is these front-drive heroes’ forte, but
filled with fresh kit, and Enright takes that won’t stop them putting on a
you through the important advances thrilling and close-fought race. Who
on this 611kW V6 plug-in hybrid. do you have your money on?
Scott Newman has been racking So, find yourself somewhere
up the kilometres driving to comfy, scan the QR codes on
Heathcote Raceway, where he has this page, and settle in for some
started a new series of videos giving brilliant automotive viewing. If you
you never-before-seen insights into never want to miss an upload,
MOTOR’s fastidious performance- FERRARI 296 GTB make sure you subscribe to the
testing process. MOTOR YouTube channel, and turn
If you have ever been curious as notifications on! - CK

21 n ove m b e r w h i c h c a r. c o m . a u /m o t o r
 SUBSCRIBE to

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 21 N
O
V
E
M
B
E
R

WINNER
LETTER
of the
MONTH
DITCH THE LUXURY CAR TAX the only one of the nations I sampled where you could buy
LOCKDOWN HAS BEEN pretty damn boring for me, so I a Cayman on the annual median salary and still have change
thought I’d while away the time and figure out quite how hard left over, assuming you’re pretty handy at tax avoidance. It
done by Australia is when it comes to buying performance cars. For represented a mere 91.2% of median annual pay.
this measure, I have taken a base model Porsche 718 Cayman with Bear in mind these are RRP prices before on-roads. That data
no options and have attempted to see how much of the median could skew the figures again, but while I’m bored, I’m not that
annual income for that nation the car represents. bored. Actually it wasn’t as bad in Australia as I was expecting, but
I was fully expecting Norway to top the nations I selected and the sooner we can ditch LCT the better.
sure enough a Cayman there represents 189.4% of the median Alan Smith, via Email
salary. Italy came next at 174.7% with Australia squeaking into the The national importers get to choose what standard equipment
bronze medal position at 156.51%, just ahead of Japan at 154.6%. comes with their cars and Australia tends to run rich on the gear
Then came four European nations, France (143.9%), the UK we demand. Couldn’t agree more on LCT. Wheels is set to run a
(130.1%), Germany (121.2%) and Switzerland (113.16%). The USA was comprehensive report on it. We’ll bring you the good bits – Ed

24 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
ANDY IS WRONG
While making my way through the
YOUR MONTH IN SOCIAL MEDIA
October edition of the magazine, I
was surprised by the venom directed
toward manual gearbox enthusiasts
On The Wires
Use #motormag so we can find your dodgy pics
by Editor, Andy Enright.
03 1. Jw.visuals_ on ig –
Perhaps he was feeling a little 01 This spec *hearteyes*
defensive for reviewing automatic
cars. Anyway, MOTOR insulting
2. P.hurn_photography on ig
people who prefer a manual gearbox – This year’s Hardtop Rumble
is a bit like Gillette accusing all its Cedars Crossing shot
customers of assaulting women.
Suitably chastened after the first 3. Bp.motorsport on ig –
paragraph I moved on to the next I finally have the excel
article. Oh the irony. 04 together enough to take for
a lap around the block. Just a
There on the opening page of an few small things left to get it
article about Unlikely Driver’s Cars is ready for its first event at the
a full page picture of a manual gear 02 Legend of the Lakes Hillclimb
stick. Looks like someone wants to at the end of the month.
have their cake and eat it, too.
4. Mustang_motorsport_
Chris Percival, via Email
officialn ig – RTR Spec 3 out
It’s okay to love lobster bisque 05 on track with @motorofficial.
without demanding it for every Look out on their Youtube
meal. – Ed
5. Detailedmodelcars on ig –
ANDY IS RIGHT Took this photo other day when
weather was good #xr8 #bfxr8
It’s almost a heresy to say in an
enthusiast publication that manual
gearboxes are not a one-size-fits-all
solution. I’m fed up with the narrative
that somehow you’re not a ‘real’ GET INVOLVED ON FACEBOOK ON TWITTER ON INSTAGRAM
Pick your channel, @motorofficial @motor_mag @motorofficial
driver if you don’t drive a car with enjoy daily content The tribe: 59,255 The mob: 3335 The voyeurs: 10.8k
three pedals and a stick.
I do. I have a Lotus Elise and I
absolutely love working the six-
speed gearbox up and down the
ratios. The notion of an automatic

IT’S A POINT THAT

Elise just fills me with horror. Seeing as it was my suggestion,
I also own a Porsche 991 Carrera I reckon I get the first one for free.
S and that’s fitted with a PDK What do you reckon, Andy?

MOST TITLES WOULD

transmission. I’ve tried a manual 991 Dave, via Email
and that seven-speed is, not to put Cheers Dave, we’ll see if we can

BE AFRAID TO MAKE
too fine a point on it, junk. It makes rustle something up for you. – Ed
the car slower, less smooth, more
laborious and simply less enjoyable RUN OUT OF IDEAS
to drive. Had I chosen the manual A few years ago I had a BMW E60
option, I’d always have that nagging 5 Series that was fitted with run-flat
suspicion that I’d chosen badly. for hairdressers and front-drivers tyres and the ride was absolutely
So I absolutely endorse the as ‘wrong-wheel drive’. Haven’t we dire. I hated them.
point that Andy Enright made moved on a bit from all that? – Ed As soon as I could, I swapped
in ‘Automatics For The People’ them for non-run-flat tyres and not
in the October issue. Having the CHEERS TO THAT only did ride quality improve but the
understanding of which solutions I just finished reading September cabin became significantly quieter as
work in which particular instances MOTOR cover to cover and in two a result of the rigid tyre carcass not
is what makes us car enthusiasts, issues’ time will be renewing my transmitting as much noise, vibration
not the application of some crude, subscription again. and harshness into the vehicle.
broad-brush trope. I loved Andy’s sign off where I was recently looking at buying
It’s a point that most enthusiast he said “If the days of internal a new Lexus UX that is fitted with
titles would be afraid to make. And combustion are numbered, I think Bridgestone run-flat tyres and was
that’s exactly why I love MOTOR. you owe it to yourself to see them wondering if it’s likely that I’ll have
Gerry Patrick, via Email out on a high.” the same issue once again or has
We welcome all viewpoints here at I reckon these prophetic words the technology improved in the last
MOTOR but encourage a broad and would make a terrific t-shirt, maybe fifteen years or so?
open take or performance driving. with a MOTOR logo graphic or Vic Harris, via Email
People who pour scorn on modern something else appropriate. I would Yes, run flats have improved
autos often tend to be the same like one in XL please, white with dark markedly. There are two types,
people who label some cars as fit blue lettering thanks. self-supporting ones, which use

d m o t o r o f f i c i a l f m o t o r_ m a g 25
M FRONT END. LETTERS

I’M NO EXPERT ON
the sidewall to support the tyre and claimed that I owned a Ferrari
or the support ring system where 250 GTO and obtained a quote for

250 GTO VALUES BUT

a separate ring of rigid rubber it. They were offering £500. I’m no
supports the vehicle in the case of expert on 250 GTO values, but this
a deflation. Bridgestone DriveGuard seemed to be a bit of a lowball.

£500 SEEMED TO BE
run-flats use the former system. After that, just for the fun of it, I
They’re a lot more sophisticated entered the details of a car that I’d

A BIT OF A LOWBALL
than run-flats of old, but we’d still seen advertised on a local website
recommend test driving the Lexus for £300. Their quote was £1000.
to check whether you agree. – Ed I soon realised that there was a
certain sort of car that was of niche
ON THE TUBE also a historical link with the Lotus interest and just about roadworthy
I thought I knew quite a bit 11’s de Dion system that Caterham that you could double or triple your
about performance cars, but was was keen to preserve. Not all money on.
completely stumped when asked models get the de Dion rear end I became an absolute sleuth for
what was the last production car either. The new 440kg 170 still has a these cars, learned more about the
to be sold with de Dion tube rear live axle. – Ed UK’s ridiculous rail system than I
suspension. A bit of Googling ever imagined and when I’d amassed
revealed that Caterhams still use this DUNGER a decent sum, I decided to blow it
set up. Why? DETECTIVE all on an Alpine Renault GTA Turbo.
Peter Nicolaou, via Email I love the small print at the start This lasted about 60km before
In the early ’80s Caterham of the Letters page where we’re blowing its internals onto the M25
considered independent rear encouraged to share a story. Last motorway, firing oil over the rear
suspension (IRS) but stuck to the de month you asked about our most tyres and sending me sideways
Dion tube. This was largely due to inspired used car purchases. into the guard rail outside Thurrock
time, cost and capability restraints, I travelled to the UK a few years services. To add insult to injury, the
but Caterham also realised the ago and was intrigued by a television insurers valued this £15k car at £5k.
de Dion system worked well and advert from a company that Karma can indeed be a bitch.
offered excellent dry-road grip and promised to buy any car from Guy Barraclough, via Email
was better for them in terms of you. Surely not anything? The toilets at Thurrock
weight and packaging. There was I visited their website are ‘vile’ according to
Stunning Tripadvisor. – Ed

PHOTO OF
THE MONTH

26 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 The Tiebreaker
You send in the cars you’re stuck on, we pick the one you should get

UNTIL LAST WEEK I WAS ABSOLUTELY CERTAIN THAT I WANTED

AN AUDI A4 45 TFSI QUATTRO. BUT THEN A MATE OF MINE LET ME
DRIVE HIS ALFA ROMEO GIULIA VELOCE AND SUDDENLY THE AUDI
SEEMED A BIT, WELL, SENSIBLE. SHOULD I LET MY HEART RULE MY
HEAD ON THIS ONE? - MITCHHC

ALFA ROMEO AUDI A4 45

GIULIA VELOCE TFSI QUATTRO
1995cc, 14, DOHC, 16v, turbo ENGINE 1984cc, I4, DOHC, 16v, turbo
206kW @ 5250rpm POWER 185kW @ 5000rpm
400Nm @ 2250rpm TORQUE 370Nm @1600-4500rpm
1490kg WEIGHT 1510kg
5.7s 0 - 1 0 0 K M / H 5.8s
$71,450 PRICE $70,800

YOU KNOW THAT thing about getting the advice you eight-speed auto ’box would give us far fewer durability
want depending on who you ask? While the Audi is concerns than the Audi’s seven-speed dual-clutch. Plus
a swift and beautifully finished car, there’s no getting you get five years of warranty on the Giulia and a mere
away from the fact that the rear-drive Alfa feels that three on the A4. The Audi’s buld quality is hard to resist
much more alive. Without abandoning all semblance of though and, looking at sales figures between the two
common sense, residuals between the two aren’t any models, I’m aware that this is outlier advice, but if you
different according to Glass’ and the Italian car’s value driving, you have your answer already. - AE

FORGET SQUID GAME. WHO’D BE THE LAST ONE STANDING OUT OF THIS LOT?
EDITOR Andy Enright ART DIRECTOR Damien Pelletier DEPUTY EDITOR Cameron Kirby JOURNALIST TEAM Alex Affat, Trent Giunco, Dan Gardner, Louis Cordony, David Bonnici
GROUP ROAD TEST EDITOR Scott Newman STAFF PHOTOGRAPHERS Ellen Dewar, Alastair Brook DIGITAL RETOUCHER Paul Breen

CONTRIBUTING WRITERS Ben Oliver, Georg Kacher, Gary Watkins, Peter Anderson DIGITAL RENDERING ARTIST: Theophilus Chin

QUEENSLAND SALES Todd Anderson 0409 630 733 WEST AUSTRALIA SALES Emily Thompson 0408 516 176 NSW AGENCY SALES Max Kolomiiets (02) 8275 6486
VIC AGENCY SALES Adrian Christian (03) 9567 4178 CUSTOMER CARE Regina Fellner 1300 362 355 CUSTOMER EXPERIENCE Vin Nguyen CLIENT PARTNERSHIPS Paul McCaig
MARKETING SPECIALIST Katie Bastion CHIEF MARKETING OFFICER Scott Davison

PRINTED BY Ovato Warwick Farm, 8 Priddle Street, Warwick Farm, NSW 2170 PRODUCTION CONTROLLER Di McLarty GENERAL MANAGER TECHNOLOGY Tim Kenington
ADVERTISING PRODUCTION Kali Cooke CIRCULATION MANAGER Stuart Jones GROUP FINANCE MANAGER Cain Murphy PUBLISHING DIRECTOR (DIGITAL) Mike Stevens
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Published by Are Media Pty Ltd, ABN 18 053 273 546,

54-58 Park Street, Sydney, NSW 2000.
© 2020. All rights reserved.

d m o t o r o f f i c i a l f m o t o r_ m a g 27
 FRONT END. JUST LAUNCHED

11 . 2021 03
32 AUDI RS5 SPORTBACK Sleek and stylish five-door liftback offers proper practicality and performance all in one package
36 PORSCHE 911 GTS Is this all the 911 you’ll ever need? New GTS once again becomes the Goldilocks offering within the range

O1
28 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 BELOW
Part leather and
suede electric,
heated and
massaging front
seats are broad

SKODA
OCTAVIA RS
The masters of pragmatic performance
ENGINE 1984cc inline-4, DOHC, 16v, turbo LIKE: Hot hatch grade
POWER 180kW @ 6500rpm performance; practicality;
Rating
TORQUE 370Nm @ 1600-4300rpm up-market feel
DISLIKE: Traction issues;

4.0 0-100KM/H 6.4sec (tested)

WEIGHT 1475kg • PRICE $47,790
fake engine sound; wind/road
noise at speed

BY • TRENT GIUNCO

AS FAR AS relationships go, is a reason it’s often branded the

MOTOR ’s affinity with the Skoda thinking person’s Golf GTI.
Octavia RS is positive. Just ask Therefore, the formula hasn’t
group road test editor, Scott changed too much. The RS sits
Newman, how much he loved on a stretched MQB platform with
his manual RS230 Wagon long the venerable EA888 four-cylinder
termer and watch a broad smile turbo sending power to the front
form. And that’s without asking axle. Standard is an electronically
him to recall the story of chasing controlled, mechanical limited-slip
an unsuspecting Porsche around differential and the dual-clutch
Sandown. (The video is on our transmission is of the wet variety
YouTube channel if you’re keen.) and employs seven ratios. Sadly,
However, the RS230 wasn’t just there is no longer a three-pedal
a handy, go-fast tool. Pragmatic version. At 4702mm in length, the
performance is the Skoda Octavia Octavia isn’t a small car and the
RS’s remit and, knowing it has big five-door sedan version offers a
shoes to fill, the latest fourth-gen vast 600-litre boot.
offering hasn’t Czech-ed out of Brushing the everyday liveability
its honed USP. Available in sedan aside for a moment, the 2.0-litre
(five-door liftback) and wagon four-pot punches out 180kW and
body styles, prices have risen to 370Nm. It’s a strong unit with
$47,790 and $49,090 respectively. loads of mid-range punch (peak
Add in the $6500 RS Premium torque is delivered between 1600-
Package fitted to our test car with 4300rpm). Yet, pleasingly, there is
the $770 Moon White paint and the more reason to access the upper
RRP comes in at $55,060. The RS reaches of the tacho with power
relies heavily on the Volkswagen being delivered progressively to
Group for its makeup, hence there redline. On the run, the RS has

d m o t o r o f f i c i a l f m o t o r_ m a g 29
 FRONT END. JUST LAUNCHED
enough performance to keep the from twisty tarmac, it’s not only 10.0-inch ‘Columbus’ infotainment
hot hatch clan on watch. more enjoyable, but also rapid with screen. It’s an intuitive and quick-
Where the RS does struggle is the seven-speed DSG providing responding unit.
traction. Getting that power down, ruthlessly efficient shifts. The Wireless Apple CarPlay and
whether it be off the line or past steering’s weight and feedback is Android Auto is standard. As is a
the apex of a tight corner, is the appreciated, while flicking the drive wireless charge pad. There are five
harder task. The RS has a claimed selector to Sport mode doesn’t USB-C ports, with two located in
0-100km/h time of 6.7 seconds, induce an unnaturally heavy feel. the back below rear air vents. Dual
yet we smashed that with a 6.41sec Speaking of modes, the RS map pockets, as well as a handy
marker, while it went on to cover Premium Package endows the RIGHT phone holder, and a central armrest
the quarter mile in 14.47sec at Octavia with a mode selector and Virtual Cockpit, with with cupholders feature. Head and
selectable themes,
163.07km/h. Interestingly, it also Adaptive Chassis Control (ACC). legroom aren’t left wanting, either.
is a highlight with
recorded the same 3.5sec figure Both prove valuable acquisitions, crisp graphic and There are a few Skoda quirks
as the Focus ST in the 80-120km/h but the latter is vital to the ride readouts that just make you smile, like the
race. That’s quick for a 1475kg quality. Being able to set your own
liftback with room to carry five Individual mode is handy, while
adults and luggage. the 15 adjustments (from Comfort
However, it’s a balancing act with to Sport) seems like overkill.
the launch control to best appease That’s because leaving the ACC
the stopwatch. Dial up 4000rpm in Comfort works wonders. It is
like the system wants and it’ll be a cosseting out on a country road
blaze of wheelspin and axle tramp and, despite the liquorice-strap
before the electronic nannies rubber, provides enough bump
pull the plug. Instead, hovering absorption to manage city streets.
around 2500rpm before releasing One mode you can thankfully
the brake yields the best result, switch off is the sound actuator.
allowing the Goodyear 19-inch Why you’d want your Skoda to
hoops to gain meaningful purchase sound like a wicked-up Subaru
and translate the 180kW/370Nm to boxer engine is questionable. The
Heathcote’s drag strip. authentic acoustics are vastly more
Deploying a judicious right foot appealing and ties into the fact
helps on-road, too. The front-end that the buyer of an Octavia RS is
is sharp and faithful when entering more likely to tap into the calming
a corner with understeer a rarity side of its demeanour.
– and usually driver-induced. Be That makes the RS Premium
ABOVE
too eager on the throttle with lock Package a must-have. And while Boot is large at 600
applied past the mid-point and the it isn’t cheap and pushes the litres (1555L with
traction issues found at the strip base price up significantly, a rear seats folded)
creep in. The trick mechanicals lot is packed in for the cash. It and it comes with
various cargo nets
are there with the differential, includes Adaptive Chassis Control,
and creative storage
and you can feel it working away mode selector, head-up display,
trying to apportioning grunt to the electrically adjustable front
front wheel with the most traction. seats with memory and massage
But the 225-section Goodyear functions, heated seats front and
Eagle F1 Supersports don’t offer rear, tri-zone climate control, park
enough tyre grip to match the LSD. assist, Canton 10-speaker audio
Squaring off corners and making system, Alcantara RS upholstery,
the exit as straight as possible virtual pedal and manual sunblinds umbrellas in the front doors and
proves a better remedy than in the rear (for the kiddies). the ice scraper. Premium touches
selecting ESC Sport. So, not only does the optional like the carpet-lined door bins and
However, find a more flowing pack enhance the driving storage compartments with rubber
section of road and the Octavia’s experience, it also amps up the mats adds the upmarket ambience.
brisk, competent and confidence- comfort and luxuries inside, That mood can also be altered by a
inspiring nature comes to the too. The seats are wide and plethora of lighting options.
fore. The chassis is well sorted, so accommodating for bigger bodies As a brand, Skoda retains its
where traction isn’t an issue, the and the leather wheel is pleasingly status as a quirky outlier, one that
RS shines. While the 50mm longer tactile. It also features real buttons, staunchly remains a go-to for
wheelbase (2681mm) might not unlike the Golf GTI. Pleasingly, informed buyers. The same could
seem like much, the Skoda has a physical menu shortcuts are placed be said for the Octavia RS. It’s a
languid edge to its persona. Away on the centre dash below the variant that satiates the urge for
spirited driving on the weekend,
while offering a do-it-all solution
SONATA N LINE
SONA THE IDEA of a sporty Sonata is during the week. It’s a prime
The 2.5-litre inline-4
cylinder
cyli turbo, FWD,
a bit of an odd one. However,
we found its 2.5-litre turbo
example of a performance-car-
cum-family-hauler. And despite its
NEMESIS 213kW/422Nm,
0-100km/h
0 6.2sec,
four-pot to be strong. The N Line
is heavier than the Skoda, but price increase and traction issues,
1636kg, $50,990 faster. A close call overall, too. the relationship remains strong.

30 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
THE OCTAVIA’S BRISK, COMPETENT AND CONFIDENCE-
INSPIRING NATURE COMES TO THE FORE

d m o t o r o f f i c i a l f m o t o r_ m a g 31
 AUDI REPLACED THE V8 WITH A
PORSCHE CO-DEVELOPED 2.9-LITRE
TWIN-TURBO V6 WITH WAY MORE
POWER AND TORQUE

32 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
AUDI RS5 SPORTBACK
Sleek and rapid coupe, but with added pragmatism
ENGINE 2894cc V6, DOHC, 24v, twin turbo LIKE: Effortless
POWER 331kW @ 5700-6700rpm performance; accessibility;
Rating
TORQUE 600Nm @ 1900-5000rpm practicality; luxurious
DISLIKE: Adaptive

4.0 0-100KM/H 3.9sec (claimed)

WEIGHT 1695kg • PRICE $153,900
dampers optional; cabin is
too similar to cheaper S5

BY • PETER ANDERSON

IT SEEMS EVERYONE bangs on During the murk of the last 18 or

about a particular sports car’s back so months, Audi quietly removed
catalogue and how the current one that differential from the options
just doesn’t live up to the name. In column and placed it with the
the case of the RS5, the moaning standard fit items such as 20-inch
is centred around the lack of a alloys, Matrix LED headlights,
rumbling V8 and the Volkswagen keyless entry and start, panoramic
empire’s often-maligned twin- sunroof (why?), Nappa leather
clutch transmission. seats, three-zone climate control,
In that order, Audi replaced the LED ambient lighting, Virtual
V8 with a Porsche co-developed Cockpit, 19-speaker B&O-branded
2.9-litre twin-turbo V6 with way stereo system and a head-up
more power and torque and paired display. That’s lots of extra kit.
it with ZF’s sublime eight-speed The price recently rose by
automatic transmission. The first $3000 to $153,900, but it’s still
time we drove this car, which cheaper than it was at its launch
happened to be around The Bend in 2019. That somewhat tempers
Motorsport Park near Adelaide, my irritation that the adaptive ride
LEFT MAIN
it was clear the right choices had is still a $4400 option and an box Covering all bases,
been made. But that was the track. that I would strongly recommend Audi is the only
The road beckoned. you tick. It’s still less expensive brand from the
Some months later and one than either the BMW M3 or AMG German trio to offer
a fastback sedan in
exhilarating day out in a part of C63 S with which it competes, even this segment
the world best known as None of if not directly given neither offer
Your Business, the good news was this beautiful five-door coupe body BELOW
confirmed. But with one caveat – shape and even if they did, they Sure, the boosted
bent six can’t match
you really wanted the quattro sport probably wouldn’t be nearly as
the old V8 on sound,
differential. It didn’t transform the pretty. And of course the AMG has but in every other
car, but it gave it more of an edge. that foul-mouthed V8 we all love. regard it’s mega

d m o t o r o f f i c i a l f m o t o r_ m a g 33
 FRONT END. JUST LAUNCHED

Stepping into this RS5 was a of sensors as well as more cameras

little more of an event due to than a COVID-19 press conference
the fitment of the $3400 Design means the car will fill in the blanks
package, which throws Alcantara for you, too.
at the steering wheel and shifter With the dynamic damping and ABOVE
and more Nappa leather and red everything set to comfort, this Nardo Grey with
Black accents looks
stitching about the place. This could be a 2.0 TFSI it’s so easy the business, as
cabin oozes techno appeal, with to drive. Crack open the throttle does the five-door
LED ambient lighting, Virtual though and you’re in a completely liftback design
Cockpit and a large media screen different animal. Obviously hardly
RIGHT
chock a-block with clever things anyone pootles about in Comfort,
Audi pioneered full
like Audi Connect Plus, a good sat- with Sport mode being the default. digital instrument
nav and Apple CarPlay/Android That opens up the exhaust and for clusters, and the
Auto connectivity. It doesn’t the time being, the RS5 is still noisy customisable Virtual
have the second screen its larger when you want it, with a lovely Cockpit in the RS5
works a treat
siblings have for climate control, crack on the upshift.
but the lovely A4-based hybrid of The upshifts are very crisp, too.
physical and soft keys are much The second point of contention
nicer anyway. about this V6-powered RS5 is
I really like the driving position of that it does away with the very
the RS5 – you sit very snugly in the accomplished seven-speed twin-
gorgeous Audi Sport seats, deep clutch still scattered around the
in the car. While the glass is hardly Audi range. In its place is the ZF
tall, you can see enough around eight-speed already successfully
you to keep suburban driving fairly fitted to Audi’s larger RS cars.
relaxing and the provision of heaps This drive in the RS5 was timely

34 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
as I’d recently driven the similarly
equipped BMW M3 and M4. I
SWITCHING INTO ONE downhill braking. Quite why you’d
need the carbon front brake option

OF THE RS5 SPORTBACK’S

felt that the Audi calibration was on the road is beyond me, because
firmer in its most aggressive mode, these brakes can handle a lot of
matched by the bark of the sound punishment with little fade.
coming from the exhaust.
Like most Audis it does the CONFIGURABLE RS In my head, the RS5 has carved
a niche. It rides better than either

MODES SIGNIFICANTLY
day-to-day so well, you might the AMG or the BMW in the
wonder what all the extra money every day, it stays close in the
over an S5 is for. I’ll tell you what facts and figures battle and is
it’s for – that early morning blast
or opportunistic run down the UPS THE TWIN-TURBO handily cheaper than both. It’s
comfortable, beautifully built and

V6’S RESPONSE
scenic route. Switching into one stunning to look at. The boot is
of the configurable RS modes even a good size and isn’t much
significantly ups engine response smaller than the RS4 Avant’s.
– already quite vivid in Dynamic Where it misses out against
mode – shortening the amount of a rear-biased system specified by the other two Germans is their
throttle pedal needed to wake up Audi Sport. ability to captivate you in their
the turbos and serve up 331kW and Like the steering, the own unique ways. The AMG is lurid
600Nm, the latter over that wide suspension’s hardest setting is and loud and brutal while the new
plateau of 3100rpm. best left for the track as going M pair are absurdly powerful and
While it’s not always completely back a notch means you don’t adjustable as you please in rear-
clear what’s going on underneath have to hold on as hard but it’s wheel drive form.
the front tyres, it’s not the pub highly unlikely you’ll be any slower. The RS5 is slightly less
bore cliche of numb Audi steering. My favourite roads are bumpy charismatic and more businesslike
The weighting is probably a touch and messy and that’s why they’re than its main rivals, but that comes
too high in its sportiest setting so, ABOVE my favourites; they expose the with a refinement and beauty the
like its rival from Munich, it’s worth Audi make some of weaknesses of any car that doesn’t other two don’t have. However,
dialling back given the artificial the best interiors have a set-up broad enough to like the other two, it’s colossally,
in the industry, it’s
nature of the weight. The Audi cop everything thrown at it. The mind-bendingly fast while
just a shame the RS
quattro system is not the maligned looks a lot like an RS5 loves these roads, with their completely liveable. That’s a
Haldex system of lesser cars, but S-variant cabin hairpins and tricky, off-camber massive achievement.

d m o t o r o f f i c i a l f m o t o r_ m a g 35
 FRONT END. JUST LAUNCHED

PORSCHE 911 GTS

Epic 992 series somehow finds more to give
ENGINE 2981cc flat-6, DOHC, 24v, t/turbo LIKE: Sublime
POWER 353kW @ 6500rpm performance; on-road
Rating
TORQUE 570Nm @ 2300-5000rpm comfort and practicality
DISLIKE: Targa doesn’t

5.0 0-100KM/H 3.3sec (claimed)

WEIGHT 1595kg • PRICE $334,000
get sport suspension; no
manual-style PDK shifter

BY • DANIEL GARDNER BELOW

Despite the big
GOLDILOCKS IS THE kind of girl However, for the new version, the wheels and loud hue,
I hope to never meet. After failing engineers have installed a pop-up there’s nothing ‘look
at me’ about the GTS
to adequately plan a short hike into deflector above the windscreen
grade’s styling
the local woods she becomes lost that efficiently breaks up the flow
and, when faced with adversity, of air. I’m also told that winding up
rather than taking a leaf out of Bear each window 10mm is an “engineer
Grylls’ book, fashioning a yurt out tip” and makes the top-open
of icicles and drinking her own pee experience even more enjoyable at
to survive the night, she decides to all speeds – it really does. As the
make it the problem of a different squirming road rolls on higher into
family of bears. After breaking and the hills, Helvetica by The Midnight
entering the ursine trio’s house, plays loudly on the Burmester
she ruins dinner, smashes up the stereo, the lane markings turn
furniture and has the audacity to from white to yellow, and you
sleep off the whole home invasion mentally bookmark the moment in
in the kids’ bedroom. But rather your list of all-time drives. While
than dwelling on why we peddle the new GTS does a good job of
this to children, Goldilocks has goading you to go faster with a
instead got me thinking about the poise and potential you can sense
new Porsche 911 GTS. without flattening the accelerator,
I recently took the keys to a it’s also equally tempting to take
Targa version in the first days of it easy partly because the Targa
the Italian autumn, pointing its version of the GTS doesn’t get
unmistakable nose at the Brescian the sports suspension standard
countryside for an extended road on the convertible and coupe
trip via Lake Garda. Veer away from with 10mm drop and helper
the network of fast autostrada in springs on the rear axle. But its
the north of Italy in favour of the smooth steering and beautiful RIGHT
serpentine web of mountain routes manners on winding roads can Leather-clad,
and you’ll find some of the most also be profoundly relaxing even carbon-fibre bucket
seats are far more
gloriously indulgent driving roads at moderate speeds – a feature
comfortable than
anywhere in the world. Not only perhaps best illustrated by the they look, for both
do the passages climb endlessly heart rate monitor in my watch at road and track use
into spectacular scenery through one point reading 41bpm. It seems
tightening technical sections, the the only thing I find less stressful
further you venture, the quieter than the new 911 GTS is an induced
the way ahead becomes. With the coma. But there’s still plenty to
warm air gently swirling through get the heart racing. With the roof
the GTS’ cabin, on occasion it open, my ears have better access
felt as though the road had been to the wonderful 353kW twin-
closed purely for this intimate turbo flat six hiding out the back
encounter with a car that is and its slightly fettled tune has
perfectly matched. In its previous turned up the turbo noise drama.
generation, the Targa roof was Not only do the pair of chargers
very much an exercise of style wheeze heavily on acceleration,
over function and the iconic rear there’s also lots of bypass valve
section of body would scoop air hissing on overrun, especially if
like a parachute above 50km/h, you lift off just as maximum boost
noisily pummelling the occupants. is achieved. It perfectly balances

36 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
NOT ONLY DO THE TURBOS WHEEZE
ON ACCELERATION, THERE’S ALSO
LOTS OF BYPASS VALVE HISSING

O3 d m o t o r o f f i c i a l f m o t o r_ m a g 37
 FRONT END. JUST LAUNCHED

HIT FULL NOISE OUT OF CORNERS AND

ACCELERATION IS JOYFULLY LINEAR
AND AS STRONG AS THE CLAIMED 3.3
SECOND 0-100KM/H CLAIM SUGGESTS

ABOVE
The GTS simply offers more of what makes the 911 so good. It’s just
a little faster and louder without spoiling the power delivery, it’s a
few degrees sharper on the road without compromising comfort,
and it adds small luxury touches without becoming vulgar

38 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 the level of exhaust noise which second 0-100km/h claim suggests.
is viscerally dry and decidedly Stability at high speeds is startling
un-turbo in its note rather than with an eerie gyroscopic effect
the syrupy gargle most commonly from the 21-inch rear wheels and
associated with turbocharged 20-inchers up front.
exhaust notes. The combination of The stark contrast of immense
eight-speed dual-clutch automatic track capability after one of the
(a manual is available) and 570Nm most relaxing and memorable
from 2300rpm makes the GTS on-road driving experiences in the
an effortlessly fast public road same day and same model still
demolisher. Along with the GTS has me reeling in reflection and
engine tune that takes power up admiration. But when the laps were
22kW and 20Nm from the 991 over, the GTS returned to regroup
GTS, all GTS versions get a host with stunning composure. No brake
of enhancements including nicer fade, no warning lights, engine
interior and exterior materials and temp normal and a smiling driver,
some juicy Turbo bits such as the which begs the question – is this
408mm front brakes with six-pot the perfect 911?
calipers and Sport Chrono pack. But setting out to find the ‘best’
Only the absence of the manual 911 is to completely misinterpret
style gear selector is missed which, and misunderstand the 992 range
in the 991 version allowed easier in exactly the same way that time
mid-corner gear swaps. has misconstrued the message
Porsche’s new Driving Experience hidden behind the Goldilocks
Centre in Franciocorta arrives way fairytale. In the original story, the
too soon but consolation comes antagonist is not a sweet blonde
in the form of a 2.5km FIA Class- girl but a nasty, ugly old woman
2 approved circuit that’s perfect who has disgraced her family and
for bringing out the GTS’ darker been cast out, and the story is not
side. After swapping into a Carrera one of utopian discovery of what’s
4 GTS with optional Lightweight ‘just right’ but actually a cautionary
Pack, Porsche’s circuit beckons. tale about an incompetent burglar
Away from the confines of public who was incapable of controlling
driving, the newest 911 variant is herself around other people’s
well balanced and rewarding. From property. At the wheel of a 911 GTS,
the first contact with the rumble I know exactly how she feels.
strips, the GTS steering is delicate Unlike other sports car ranges
but atomic-clock precise and that have a distinct ‘must-have’
enables pinpoint positioning on the hero of the line-up, there is no
track. It’s remarkably easy to drive ‘perfect’ option nor is there a
smoothly from exit to apex but still boggo version that’s best avoided.
LEFT MAIN has enough mongrel in its nature Instead, walking up the range
Not on is the GTS to make you work for the most from the entry rear-drive Carrera,
utterly proficient rewarding laps. through the S, GTS, Turbo and GT
on-road, it can still
There’s a rear-drive version on (and imminent RS) variants simply
cuts laps on the
track with minimal offer but, as this version is the all- distils and adds more of what
signs of stress whhel drive 4, the potential for makes the model near perfect.
understeer in heavy hands is ever- If the base 911 is your favourite
BELOW LEFT
present. Set up the correct entry driving music then the GTS is like
GTS gains the 992
cabin, which means line and angle, however, and the turning the volume up to nine, while
large infotainment 911 carries immense speed through the GT versions are like taking a live
screen (with Apple corners. There’s huge confidence band along for the ride.
CarPlay and Android
to trail-brake deep into bends with It’s just a little faster and louder
Auto) and five-dial
instrument cluster a typically firm and progressive without spoiling the power
Porsche pedal feel and accelerating delivery, it’s that little bit sharper
on straights is glorious thanks to an on the road without compromising
exhaust note in Sport mode. comfort or track ability, and it
Power delivery from the turbo six adds small luxury touches without
is just as tractive and responsive becoming vulgar. Like buying
at is in on the road. There’s no popcorn at the cinema, if you love
lag worth mentioning, immediate the 911 just get more.
torque whenever it’s required The true meaning of Goldilocks
and its pairing with the DCT is a and the three bears might be a
match made in heaven when you’re sinister dark tale of crime and
hunting tenths. Hit full noise out of mistrust, however, the new 911
corners and acceleration is linear GTS really is a fairytale with a very
and as strong as the claimed 3.3 happy ending.

d m o t o r o f f i c i a l f m o t o r_ m a g 39
M PROFILE. JIM GLICKENHAUS

THE MAN
TAKING ON
TOYOTA
FACTORY BACKING? WHERE JIM GLICKENHAUS IS GOING
HE DOESN’T NEED MANUFACTURER MONEY

B Y G A R Y WAT K I N S
 IM GLICKENHAUS USED
to be best known as a film
director, producer and
writer. The Exterminator,
the 1980 cult vigilante
movie, is probably his
most famous flick. These
days, however, he’s more
prominent as the vocal
boss of a fledgling sports
➜
car company with a big social
media profile only matched by its aspirations on the race
track. He’s campaigning in the FIA World Endurance RIGHT
With enough coin
Championship to take on the might of Toyota from this
(and patience)
year, Peugeot perhaps as early as next season, and then buyers can buy a P4/5 by Pininfarina but was basically a GT2 Ferrari
Ferrari, Porsche, Alpina, BMW and Audi from 2023. And road appropraite underneath,” explains Glickenhaus. “He said, ‘Great’,
he thinks he can win. version of the car but he later told me that he thought the chances of us
that secured pole at
The New Yorker, who turned 71 in July, is a self- the Nurburgring 24 showing up were zero.”
confessed car and racing nut with a collection of Hour race in 2017 Scuderia Cameron Glickenhaus, the name of the
vehicles significant in size and company he set up incorporating
historical importance. That was wife Meg’s maiden name, did
the starting point of his dream show up for the ‘Ring enduro
to race at Le Mans, which he in 2011 with a car known as the
fulfilled with a pair of Hypercars SCG P3/4 Competizione. It was
bearing his name and built with “PETER ASKED ME essentially a Ferrari F430 Stradale
his money taking part in this loaded with components from
year’s running. WHAT I PLANNED the GT2 race version and clothed
The next step is to win. in carbonfibre bodywork styled
The road to the Glickenhaus- TO DO, AND I TOLD after the P4/5.
Pipo 007 LMH - to give the A hybrid version of the
Le Mans racer designed and
HIM THAT I WANTED same car, now known as the
developed in Italy its full name
- has by his own admission
TO MAKE A CAR P4/5 Modificata, followed the
next year and the SCG 003C,
been long and winding. There THAT LOOKED LIKE the company’s first ground-up
was “never a conscious plan,” design, in 2015 - two years before
insists Glickenhaus. Rather, his MY P4/5 BY it took pole at the Nürburgring
aspirations “grew organically”. enduro. Next came the 004C,
But the seed of the idea to race at PININFARINA BUT a Glickenhaus rather than an
Le Mans was there almost from SCG, that raced at the ‘Ring
the moment he took the first step WAS BASICALLY A for the first time in 2020 and
towards becoming a constructor.
He commissioned the
GT2 FERRARI” will become the marque’s first
road car. Deliveries have been
Pininfarina styling house to delayed as full type approval is
build him what he describes as “a sought, but the boss is aiming
homage” to the 330 P3/4 chassis to sell “hundreds, if not a 1000.”
number 0846, which won the Graduation to the pinnacle of
1967 Daytona 24 Hours with Chris Amon and Lorenzo MAIN sports car racing and a shot at winning Le Mans overall
Bandini, that sits in his collection in Sleepy Hollow, The son of a Wall was made possible by a seismic change in the WEC
Street power
New York. When his P4/5 by Pininfarina, based on broker, Glickenhaus regulations. Out went the old LMP1 rulebook to be
the Ferrari Enzo supercar chassis and powertrain, was is a rich and replaced by a new class for LMH prototypes. Not only
unveiled to the world at the Pebble Beach concours in powerful man, but were they framed to slash the budgets involved, but also
2006, the question was, what next? The obvious answer racing is humbling to allow the new breed of machinery to look the part.
even for him
to Glickenhaus was to build a competition version. But The idea is that cars should look half prototype and half
where to race it? ➜ road-going supersportscar. The new ruleset was manna
“I called the Automobile Club de l’Ouest at Le from heaven for Glickenhaus.
Mans, and they said, ‘But Jim, it’s a one-off’,’’ recalls “I wanted to make a sports car that reminded me of
Glickenhaus. “’What class is it going to run in?’ So then I the cars that I remember racing at Le Mans in the 1960s,
went to the Nürburgring and spoke to Peter Geisheker.” a car that looked like my P3/4; LMH allows you to do that
Glickenhaus got a yes from the late promoter of the whereas LMP1 didn’t,” he says. “Those cars looked like
Nürburgring 24 Hours through his WIGE Media TV jet fighters, and almost cost as much.”
production company. But he wasn’t aware of just how The price of entry was also important for Glickenhaus,
tentative that yes was at the time. explains Luca Ciancetti, founding partner of the Italy-
“Peter asked me what I planned to do, and I told based Podium Advanced Technologies organisation,
him that I wanted to make a car that looked like my which is responsible for the 007, as well as its 003C and

d m o t o r o f f i c i a l f m o t o r_ m a g 41
004C predecessors. Glickenhaus likes to do things a little differently. Joest
“These regulations, on paper at least, give someone Racing might have been an obvious signing when he
like Jim the chance to compete with the big guys,” decided that he needed to bolster his race organisation,
he says. “In LMP1, a privateer had no chance. The but he has ploughed his own path on the choice of
philosophy of the rules now is different.” partners for the chassis and engine. Glickenhaus has
History relates, however, that privateers tend not stayed loyal to Podium after forging a relationship in 2012
to win Le Mans. There’s a happy coincidence that ➜ with the new company set up by a group of former PhD
Glickenhaus has forged a relationship with Joest students from Turin University’s automotive engineering
Racing to bolster his operation at the race tracks. department. It was brought in for its hybrid expertise to
ONE
The German team was the last true privateer to win Glickenhaus sees the work on the Modificata. “They’re the brightest of young
at La Sarthe back in 1997. It also won the event as an path from the race guys,” he says. “They understood hybrids, but they also
independent in 1984 and ‘85. But Glickenhaus Racing track to the road as a understood racing and the road stuff. Podium was able
straight line
isn’t a privateer in the mould of Joest when it seemed to do everything for us.”
like a perpetual frontrunner at Le Mans before its TWO The 3.5-litre twin-turbo V8 that powers the 007
successful tie-up with Audi ahead of the 1999 season. The American has has been designed and developed by Pipo Moteurs.
become a staple at The French company, which was asked to bid for the
Joest notched up its back-to-back wins in the 1980s
big Nürburgring races,
with Porsche’s 956 Group C design and its ‘97 victory identifiable via his programme by Ciancetti, has little experience in the
as an indie came with the German marque’s WSC-95 signature hat world of endurance racing, though it was involved
LMP prototype with which it had in the initial development on
triumphed the previous year as a the engine in the first Bentley
works-supported entry. Continental GT3 racer that hit
Buying someone else’s car to the track in 2013. Where Pipo
go racing would be anathema to does have extensive experience
Jim Glickenhaus. A Ferrari nut he “BUYING AN ORECA is in the realm of off-road
may be, but he never considered competition. Its engines helped
getting hold of one of its GT cars to OR WHATEVER AND Peugeot to a trio of World Rally
fulfil his racing aspirations. “No, Championship manufacturers’
because the Ferrari I knew and PUTTING A BODY titles in the early 2000s and Ford
loved hasn’t existed for a number
of years,” says Glickenhaus, who
ON IT WOULDN’T to a pair in the middle of the same
decade. The V8 engine builds on
was honoured by the Italian
marque when it allowed his P4/5
HAVE BEEN A the experience of Pipo’s four-
cylinder turbos, with its 3.5-litre
to wear its badges. “Quite frankly GLICKENHAUS,” capacity being no coincidence
I am becoming what Ferrari used according to general manager
to be: a small constructor who SAYS JIM. “I FIND IT Frederic Barozier. Take a pair of
makes road cars and takes the 1.6-litre WRC engines, increase
profit from them to go racing.” UNBELIEVABLE the capacity a bit in order to
Nor was he tempted by the reduce the turbo boost, and
alternative and cheaper route into
THAT PORSCHE IS that’s what you arrive at.
the WEC’s top class. The LMDh
category announced in January
DOING THAT” Glickenhaus describes the
engine as “one tough bitch”. It was
2020 allows manufacturers to wildly over-revved on the 007’s
develop a car around an off-the- debut at the Portimao 8 Hour.
shelf LMP2 chassis and compete The red line is under 10,000rpm
in both the WEC and the North - “though with a margin” says
American series. Audi, Porsche, BMW, Cadillac and THREE Barozier - but a clutch issue sent the revs soaring to
Honda’s Acura brand are already signed up for the The 007 has proven 11,900. That was late in the second hour, when Ryan
reliable in 2021,
category due to come on stream in 2023. but isn’t set to win Briscoe spun after contact with a GTE Am car and failed
“Buying an ORECA or whatever and putting a body outright on pace to engage the launch control as he got going. The clutch
on it wouldn’t have been a Glickenhaus,” says Jim. “I just yet was rooted in the process, but after an hour-long stay
find it unbelievable that Porsche is doing that. I wanted in the pits for it to be changed, the solo 007 entered in
FOUR
to build a car from the ground up because that’s what While the P4/5 road Portugal returned to the track and ran to the finish for
we do - we’re a constructor.” car used the chassis, another five hours. Glickenhaus and Ciancetti believe
Or a garagista of the type that once proliferated at engine, and gearbox they already have a reliable race car. A successful 30-hour
of the Ferrari Enzo,
Le Mans and form an essential and evocative part of the racer is a F430 test at the Aragon circuit in Spain prior to the car’s race
the history of the great race. Think Jean Rondeau, the debut convinced them of that. Both cars finishing the 24
only man to win the 24 Hours with a car bearing his FIVE Hours of Le Mans confirmed it.
The P4/5 is the only
own name - the Rondeau M379 in 1980 - and the last car not built by Ferrari At this year’s French classic Toyota went the entire
independent constructor to win, Alain de Cadenet and at its Maranello duration untroubled by Glickenhaus, but the enigmatic
many more. Ciancetti has perhaps a better term for his factory to wear the American will continue his self-funded campaign to
paymaster. He likens him to the mecenate, the wealthy prancing stallion taste victory champagne at La Sarthe unabated.
patrons of the arts in Italy during the Renaissance “Ferrari is trying to win overall at Le Mans for the
period. “Call me Jim ‘Medici’ Glickenhaus,” quips the ➜ first time since 1965,” he says. “I might beat them to it.
man himself. That’s my plan.”

42 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 01

02 03
04 05

d m o t o r o f f i c i a l f m o t o r_ m a g 43
 FEATURE. THE ART OF THE STUNT

BY CAMERON KIRBY

LICENCE TO
KILL CARS
A LAND ROVER DEFENDER IN MOTOR? IT MUST BE
DESTROYED. WE SPEAK TO THE STUNT TEAM
BEHIND THE LATEST BOND MOVIE

44 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 LAND ROVER DEFENDER 110 sits stationary in the
pouring rain. While appearing stock from the outside, the
interior has been stripped bare, a new fuel cell installed,
along with the kind of roll cage that’d make a WRC car
blush. Sat strapped into the fixed bucket seat via a racing
harness is Jessica Hawkins. You probably don’t recognise
the name, but you should .
Stretching in front of Hawkins is what appears to
be an empty field. But right at the vanishing point,
where mud and grass meets bleak sky, sits a ramp. From
certain perspectives the metal construction is competely
hidden. That’s no mistake. And now, with no practice run,
Hawkins must hit the ramp at near enough 100km/h,
launching her Defender into the air.
Not many would be willing to take her place. This is the
work of a stunt driver - doing what others can’t, or won’t.
You and millions of others will be able to watch the
end result of Hawkins’ leap of faith, as it is part of a chase
sequence in the latest James Bond film, No Time To Die.
It’s no spoiler alert to say that the flight path is impressive
both on film and in reality, with the 110 and Hawkins
completing a 30-metre jump worthy of an automotive
Olympics gold, in a lumpy 4x4 weight division at the least.
In the scheme of the movie, and to a larger extent the
Bond story, Hawkins and her Defender are a temporary
blip of action. But those few seconds of movie magic,
where a Land Rover is launched skywards, isn’t the work
of a moment, it is culmination of months of hard work
OO7

from a frankly giant team of professionals. MOTOR sat

down with three of them to find out how visually death
defying stunts are made safe and repeatable.
At the coalface is Hawkins, one of the many stunt
drivers that performed the action you see on-screen in
No Time To Die. Above her in the ranks is Lee Morrison, a
veteran of the industry who has been there, jumped that,
crashed those, and now heads up elite level stunt crews
while working as a full-time stunt coordinator. Finally,
there is Chris Corbould, the action vehicle supervisor
that leads a team of people between 100-120 strong
depending on the project. Think of Chris as the ideas
man. He is responsible for working with the director to
turn an ethereal idea or concept into a performable and
engaging reality – often going to extremes to do so.
When it comes to Her Majesty’s Stunt Service, Chris
Corbould is quite literally The Man. The 63-year-old
was the special effect supervisor in the eight Bond films
preceding No Time To Die, having worked on a total of
15 films that focus on the world’s most famous spy. His
other special effect credits include Inception, Star Wars
The Force Awakens, and The Dark Knight Rises. Such is
Corbould’s talent that the Queen named him an Officer
of the Order of the British Empire in the 2014 New Years
Honours List. Bond would be proud.
This is to say that when Corbould attempts something,
he doesn’t do it by halves. He has a firm rule for the
Bond Films that he oversees that if a stunt is to be
included, it needs to happen for real – CGI be damned.
LEFT
Remember the sequence in Skyfall, where an entire train
The new Defender falls through the roof? Corbould was so determined to
hadn’t yet been make it happen that he had a series of ‘lightweight’ train
revealed to the world carriages built (weighing five to six tonnes each), and
and the Bond stunt
team were already then crashed them on set.
rolling it down hills “I was finishing off Dark Knight Rises in Los Angeles,

d m o t o r o f f i c i a l f m o t o r_ m a g 45
and I had a call from [Skyfall director] Sam Mendes about
the underground sequences. And he said to me, ‘I’ve
got this great sequence, on foot, running through the
underworld of London.’ He said, ‘I just need one great big
jaw-dropping moment.’ And that night I just dreamt of
this tube train coming through the ceiling, and that’s how
it was in the film. And everybody instantly loved it. And
we built the rig and did it,” Corbould explains to MOTOR.
When he isn’t crashing life-sized trains through
brick walls like a boy living out playtime on a 1:1 scale,
Corbould is transforming often inappropriate road
cars into purpose-built vehicles that can complete his
demanding tasks.
“The chase on the ice in Die Another Day was an
interesting one because we initially thought that we
should have the four-wheel drive versions of both the
Aston Martin Vanquish and the Jaguar XKR,” Corbould
explains. Thing is, neither Jag or Aston built all-wheel
drive versions of the vehicles in question. But you didn’t
really expect the man that built and then smashed a
literal train through a film set to settle for whatever an
automotive product planner bowls up, did you?
“So, we set about in our workshops making four-wheel
drive versions and we totally changed the front ends of
both vehicles, or four of each one of those vehicles, to
be able to do that chase on the ice. And the other thing
that we had to be mindful of, alongside all the usual
safety requirements, is we built into them automatically
opening inflation bags so that if, for whatever reason, one
of them went through the ice, it wouldn’t just plummet to
the bottom of the lake. It would automatically inflate and
keep the guys on the surface.”
The job to get the Defenders ready for filming was
far less involved. The vehicles you see on screen are
mechanically identical (other than the added safety
equipment and hydraulic handbrake) to a 110 P400 you
can buy from Land Rover right now. Despite the team
preparing for catastrophic component failures, the 110s
did their job on stock suspension without issue.
While Chris’ team was responsible for preparing the
Defender that Hawkins used for her jump – and its nine
identical siblings – it was Morrison that ensured the
driver returned to terra firma safely on all eight takes.
Oh, yeah, the Defender completed the task at hand
repeatedly, jumping higher and farther each time.
Morris is an exacting individual who doesn’t suffer
fools. The risks of the job demand that he be this way.
“I’m a hard guy to work for and please, I expect the best
from everybody,” Morrison admits to MOTOR.
Before she found herself strapped into the Defender,
Hawkins had to pass a simple test Morrison uses to assess
all potential stunt drivers – hold a drift around four cones
and then stop on a mark. Morrison will tell the driver
what he wants them to do, perform the task himself once,
and then the interviewee has one attempt to do the same.
“If they do that on their first turn, they got a job. If they
don’t, and many haven’t, they haven’t,” he says.
The test isn’t so much to discover what drivers can
hold a drift – plenty of people can do that – but it allows
Morrison to find those that can hear instructions once
and replicate them perfectly, while understanding that
they are working to achieve a look, not a laptime.
“There’s a wealth of talent out there and there are
some amazing drivers. The film industry is an animal in
its own right really, because you can get someone who’s
an extremely talented race driver, and yet they don’t

46 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 ‘WHEN I HIT THE RAMP
I COULDN’T SEE ANY FLOOR. I
COULDN’T SEE ANYTHING BUT A
GREY, RAINY, HORRIBLE SKY’

OO7
RIGHT
Despite a starring role
behind the wheel, you
won’t be able to spot
Hawkins on screen.
Bond goons are too
cool/dumb for crash
helmets

LEFT
Chis Corbould with
the Aston DB5 stunt
cars. BMW E46 M3
bones sit underneath
the classic bodywork

d m o t o r o f f i c i a l f m o t o r_ m a g 47
 WHEN MORRISON SAYS HIT A RAMP,
HAWKINS ASKS HOW FAST

48
OO7
n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 understand the camera angles, they don’t understand
where they’ve got to be at the right time,” he adds.
“It is all about timing. A lot of people in the film
industry say, ‘It’s all about timing.’ Well, it is. So you could
be driving 120mph and overshoot a corner and it looks
great coming out the apex a bit, but the entry where I’m
shooting, it looks like a complete mess. So, it’s really being
able to turn it on.”
Hawkins passed the first test, clearly. “I can drive,” she
FAR LEFT laughs when chatting with MOTOR. “It’s about the only
Morrison and his
team smashed the thing I can do.”
Defenders through Its Hawkins’ job to do as Morrison asks. When he says
rivers at 80km/h hit a ramp, she asks how fast. Though Morrison has an
during filming. This
was the end result extensive and proven track record, that doesn’t stop the
stunts he asks his team to perform being nerve wracking.
BELOW “When Lee first explained what we were going to be
The huge hydraulic doing, you kind of took it all in your stride because that’s
handbrake that
dominates the 110 what we do, and we do big stunts along with the other
stunt car’s interior drivers and stunt people,” she explains.
gives the game away. “But it wasn’t actually until I was heading towards the
Oh, and the ESC is
permanently disabled ramp the first time where it kind of suddenly dawned
on me what I was doing, and by that time, it was too
late to back out. I first hit the ramp, all I could see was a
very, very grey sky. I couldn’t see any floor. I couldn’t see
anything but a grey, rainy, horrible sky. And I was heavily
anticipating an extremely painful landing, but testament
to the car and the planning of people around me like Lee
and stuff, not one of the landings hurt.”
But unbeknownst to Hawkins at the time, she wasn’t
the first person to complete the stunt. Morrison was.
“I took one of the cars up on my own earlier that
morning with one of my safety team to, see if I needed to
make any wedges for the ramps,” he reveals. “And I hit it
around 60mph and the flight I got was perfect. But I knew
what I was going to get from the guys, so when I set them
up for their first jump, I’d already done one.”
So how does a 26-year old from East Hampshire find
herself in the role of an unseen Bond baddie with a need
to launch their Land Rover Defender into low earth orbit?
“I started racing cars when I was eight years old,”
Hawkins explains. “It was never supposed to be a career
path. It was just something that I stumbled across with
my dad one day and I begged him to let me have a go. And
then 18 years later, I’m still here and I’ve made a career
LEFT out of it which is great.”
The ten Defenders According to Hawkins, it is the same set of tools that
used for filming were
the very first make a world-class racing driver that are deployed by
production cars Land stunt drivers, just repurposed to achieve an inverse goal.
Rover built wearing “When racing I’m always trying to correct the car if it’s
VIN 001 to 010 going sideways, whereas stunt driving, they often want a
bit of flair to it or it’s a drift scene or something. My whole
life I spent trying to correct cars and now I have to teach
myself it’s okay if it’s going sideways,” she says.
Unfortunately, like many aspiring drivers, Hawkins’
career hit the skids due to a lack of financial backing.
“Basically, I wasn’t able to find the budget to continue
to go racing, and that kind of led me into the stunt-
driving world,” she adds. “I took an opportunity and that
led me onto doing a show called Fast and Furious Live.”
As part of preparations for the show, she underwent
three months of intensive training, through which she
was connected with Morrison. The rest is history writ
large on the silver screen.
So when you find yourself watching Daniel Craig’s 007
run from a fleet of Land Rover Defenders, remember that
there is a dedicated team that did it all for real.

d m o t o r o f f i c i a l f m o t o r_ m a g 49
a
FEATURE. MERCEDES-AMG SL PROTOTYPE

MERCEDES IS RE-IMAGINING THE

ICONIC SL AND BRINGING IT BACK TO ITS
FORMER GLORY WITH THE HELP OF AMG

BY THOMAS GEIGER

50 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
R O A D S T E R
Revolution

d m o t o r o f f i c i a l f m o t o r_ m a g 51
 HE MORNING DEW is rolling in and the heavy fog back to its roots. Or, at least a little closer to what was once
reduces sight. Sadly, summer is well and truly over in considered the best sports car in the world.
the Eifel. Roadster weather, for Europe at least, is over. The first significant change is the roof. And it’s a
It’s early as the sun breaks cover, and the cool conditions comeback for the soft-top instead of the metal-folding
render a drop-top convertible redundant. Or so you’d unit. Not only is it lighter, but the fabric top brings
think. I’m sitting next to AMG’s head of technology, back crisper proportions and fits better with tradition. It
Jochen Hermann, in the new SL prototype and I couldn’t remains a four-seater, yet like the R129, they’re nominal
be more excited despite the intentions of Mother Nature. and more for occasional use. At least they remain
Despite the incongruous season, it’s finally time to useable for extra storage space. However, it’s the driving
experience the new SL. The Swabians have waited long experience that is finally engaging and inspiring again.
enough to pull the covers off its latest creation. We’re in “That’s why we started from scratch,” says Hermann.
a ‘fairly’ final pre-production prototype and the theory is We already know the engines used in other AMG models
that the iconic nameplate will be ready to take flight for and can speculate what will be used in the SL. The interior
open-air cruising in the summer of 2022 (our winter). The looks suspiciously like the S-Class, too. However, the
German brand’s aim is to make up for lost ground gained dashboard has become slimmer and there is a digital
by BMW with its 8 Series and the venerable Porsche 911. cockpit behind the four-spoke steering wheel which gains
While it might look like the famous marque is taking its touchpads and rotary switches for the driving modes. The
time with this project, it’s for a reason. To many, the SL is vertical centre screen for the MBUX system now stands
the Mercedes-Benz and a true legend since the gullwing freely in front of the dashboard and can be tilted at the
of the 1950s. It’s also the first time that AMG has taken sole push of a button to avoid reflections and increase clarity.
responsibility for the development. And since the past However, the platform is completely new. The SL is
two generations aren’t exactly the most successful and not an elongated AMG GT in a tailor-made suit. Instead,
popular, the target must be hit this time around. That’s it’s a mix of unique aluminium spaceframe on the self-
why AMG has pressed the reset button and brought the SL supporting structure with a different layout. To gain space

52 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 IT’S THE DRIVING
EXPERIENCE
in the rear, the nine-speed transmission THAT IS FINALLY to your posterior, the SL is altogether
has been moved to the front and works different. It absorbs intrusions and
directly behind the engine. And whilst in ENGAGING AND fosters smooth cruising, but with a level
the GT you’re almost sitting on the back of inherent control and confidence.
axle, in the SL, you’re sitting far more
central in the car, explains Hermann.
inspiring There’s no swaying, bumping or bucking.
Just solid sovereignty at any speed.
This has myriad benefits, namely in It’s only when Hermann switches to
terms of visibility and manoeuvrability. Sport Plus mode and becomes more
Even a sporty SL must remain suitable for everyday use, TOP aggressive with the accelerator that you notice the AMG
while the GT can afford more hardcore liberties in the While the final side to the SL. Here the suspension is tighter and there is
version of the Gordon
pursuit of race-track performance. Wagner-designed SL
a tangible increase in the body’s rigidity. There is a fighter
However, the biggest difference in the eight-generation is yet to be revealed, inside the glider. It’s not for nothing that the SL has won
SL lies within the driving behaviour itself. And no greater it’s clear it draws a the Mille Miglia and still holds the course record.
sign of this is the fact the Hermann steadfastly refuse lot from the AMG GT The steering also firms in this mode. Hermann describes
to change seats. Well, that’s until the official test drives ABOVE it as precise and predictable without being nervous or
are rolled out, believed to be towards the end of 2021. Sadly Jochen over-sensitive. Especially on the long and winding roads
Despite not being in the driver’s seat, I can already feel Hermann didn’t sling that lead to the Nürburgring, there is no visible strain. The
us the keys. That will
the progress from the passenger side. have to wait... SL goes through corners smoothly without getting out of
Previous generations of the SL have rendered it sedate dammit line. And where the road narrows and the curves become
as it tried to immerse you in clouds of comfort. Now it sharper, Hermann’s hands continue to move slowly.
sticks to the road with newfound vigour, all the while It’s night and day compared to the arduous work of
channelling feedback to the driver like never before. moving the predecessor or the somewhat difficult task
While a GT rumbles over manhole covers and potholes, of keeping the GT under control while it race towards
seemingly every large imperfection being translated the horizon, nervous like an angry dog on a leash that’s

d m o t o r o f f i c i a l f m o t o r_ m a g 53
too short. However, the biggest surprise comes when the Then there are the inevitable E Performance models
photographer calls for another drive-by. Thanks to the with plug-in hybrid technology. The potential has already
new all-wheel steering, the approximately five-metre- been realised with the upcoming GT73 4-Door and its
RIGHT
long convertible feels almost like a small car. It turns Drive modes selected
combined system output of nearly 600kW. And after
around without issue at the first attempt. by the steering Daimler’s announcement of “Electric Only”, Hermann
Pressing Hermann about the driving dynamics and the wheel-mounted dial cannot rule out a fully electric version in the long term.
usually talkative AMG boss quickly becomes tight-lipped. - manettino style “After all, we have a bit of experience in this area,” he
Chit-chat is over. Yet, the engine doesn’t need words. BELOW RIGHT says, reminding us with a broad grin of the weird but
It speaks its own language. A deep, cultivated rumble Cabin largely mirrors fascinating SLS eCell.
reveals the ubiquitous bent-eight rumble we know and that of the While Hermann is thinking of batteries, sadly, another
current-generation
love from Affalterbach. Even if it doesn’t sound as aggro S-Class. SL gains the option hasn’t crossed his mind. The silky and supple V12
and boastful as in the GT for example. Retaining the 4.0- same tech and focus may once have been famous for the SL and its luxurious
litre displacement, it feels good for more than 450kW, all on touch screens legacy, but it does not meet the sporting demands of
of which is being sent to all four wheels. It should reach the new generation. Not to mention its carbon footprint
100km/h in the low 4.0-second bracket and effortlessly and the heavy weight on the front axle, which would
achieve an electronically limited top speed of 250km/h – upset the car’s balance. “And even if we were to consider
even with the roof stowed, which can be this option, the engine would simply not
done at the touch of a button. fit under the bonnet,” says Hermann,
Pressing Hermann, he details a little destroying any hope of a return of the SL
bit more of the plan for SL. “Since the SL 65 or SL 73. One can dream.
is an AMG through and through, that will THE V8 DOESN’T The repositioning of the SL and
also be reflected in the nomenclature. bringing it into the AMG fold will have
There will be no more than two-digit NEED WORDS... an impact on the plans for other model
number on the boot lid.” That includes series, admits Hermann. And yet, after
variants sans eight cylinders. Hence it IT SPEAKS this taste, it’s hard not to want more and
doesn’t take a lot of imagination to build to get behind the wheel properly. That
a portfolio with an in-line six-cylinder for ITS OWN will come in good time, our partners
the SL 43 with less than 300kW. The next
rung would be the SL 53 with significantly
more than 300kW and up to the SL 63
language across the aisle at Wheels initially getting
that privilege. For now, it’s pleasing to
see that the iconic and charismatic SL is
with around 485kW. finally a sports car once again.

54 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
M FEATURE. BUGATTI CHIRON SUPER SPORT

56 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 SUPER
BUG
CONGRATULATIONS TO THE
CHIRON SUPER SPORT. YOU WIN
AT INTERNAL COMBUSTION

BY BEN OLIVER

d m o t o r o f f i c i a l f m o t o r_ m a g 57
I N THE 1985 French Grand Prix, with
Formula 1’s turbo era nearing its peak
and his 540kg Brabham-BMW BT54
making around 820kW in qualifying
trim, Swiss driver Marc Surer went
through the speed trap at the end of
Paul Ricard’s 1.8km Mistral Straight at
338km/h, or 210mph, setting a new
record for the highest speed recorded
in an F1 race. In a luxurious road
car weighing four times as much I
comfortably hit 349km/h, or 217mph,
braking way earlier than Surer would
have done on a qualifying lap, and with the car only
beginning to hit its stride.
Have we now reached peak engine? The Bugatti
Chiron Super Sport is, according to its maker, the
fastest production road car you can buy, with the
most powerful internal combustion engine. The
limited edition Super Sport 300+, of
which 30 will be made in the same
black-and-orange livery as the record
car, shares the same engine and top
speed, and the 10 Centodiecis also share
the engine. The only limit on Super Sport
production is that fewer than 50 Chiron
built slots remain.
Bugatti’s claims are not without
controversy. Hennessey, SSC and
Koenigsegg all claim to have cars in the
THEIR
ACHIEVEMENT
IS AMAZING
BUT ALMOST
TOP RIGHT
Speedometer
ambitiously goes
up to 500km/h,
but a recorded
490.5km/h ain't too
shabby either...

➜
blade to get this vast car through the air at currently
unparalleled speeds and with the same safety and
stability as VW demands of a Golf, yet few if any
owners will ever get close to experiencing what
they’ve made possible. Their achievement is amazing
but almost entirely academic.
I don’t want to denigrate the efforts of the powertrain
engineers, but the Super Sport’s additional 74kW was
bought fairly cheap by bolting four larger turbos to
its 8.0-litre W16 engine. The rev limit has been raised
by 300rpm to 7100, with peak torque of 1600Nm
now available between 2250 and 7000rpm, rather
than 6000. Top gear (seventh) is now 3.6 per cent
longer. The suspension has been stiffened slightly
and the adaptive damping, ESC and steering maps
have all been tweaked for better high-speed stability.
Michelin has developed bespoke Pilot Sport Cup 2
tyres for the car which are rated to 500km/h (another
record) and which were run on the rig created to test
Space Shuttle tyres to be sure they could
withstand the 5300g generated at their
circumference at that speed. At V-max,
the 44g tyre pressure monitor that sits
in the wheel well weighs as much as
two grown men. Each tyre is X-rayed for
imperfections before delivery.
The aero changes are perhaps the
most impressive, able to get a car
shaped like a wing through the air at way
beyond airliner take-off speed, while
works which will equal or eclipse the ENTIRELY keeping the car’s own wing flat on the
Super Sport’s 1177kW, but not all have
yet been homologated and all require
ACADEMIC deck to cut drag. The front end has been
artfully sliced, drilled and radiused to
E85 fuel to do it: the Chiron makes make the passing air cleave to the body
its power on 98RON. The claim to the in a perfect laminar flow. Nine holes
speed record is based on the 304.8mph atop each front wing relieve pressure in
(490.5km/h) which Andy Wallace hit at VW’s Ehra- ➜ the arches, but also reference the EB110 Super Sport,
Lessien track in a prototype Super Sport in August which had a thousand horsepower less.
2019. It was verified by the German TÜV testing and RIGHT MAIN At the back, the Super Sport gains a striking new
certification agency but was a peak speed, recorded Long body isn't just long-tail configuration, with an exuberant carbon-
one-way, and the production cars are limited to for top speed with fibre moulding adding 25cm to the length, cutting
the Super Sport drag by keeping the air attached for longer and
440km/h (273mph). The rivals seem set on breaking
smashing through
that record with two-way runs, and Bugatti says it 100km/h in 2.4sec, reducing by 44 per cent the vertical ‘tear-off’ area at
won’t defend it. 200km/h in 5.8sec, the very back where the air finally departs and goes
There’s plenty more arguing to be done, but as 300km/h in 12.1sec turbulent. It also enables a longer underbody diffuser
and 400km/h in
the major manufacturers wind down or cease their 28.6sec - the longest on any production car, its designer
development of internal combustion engines, there’s Frank Heyl claims - with the exhausts now stacked
a chance that this Super Sport will stand as the vertically to give the diffuser more surface area.
most powerful ever combustion-engined production There’s a subtle nod to the late Ferdinand Piech
car, certainly from a major manufacturer. There’s a there too; the man who bought Bugatti for Volkswagen,
chance it might remain the fastest-ever too. and whose pet project the original Veyron was. His
But forget about the billionaire Top Trumps, and Porsche 917 used a ‘langheck’ configuration to sort
focus instead on the car. It is a spectacular technical out its high-speed stability, but while the short 917s
achievement, but there’s also a faint sadness about look way better, I think the long-tail Chiron is the
it. Not because it’s a swansong for petrol engines, best of its breed, and I’m not ashamed to say that I
but instead because its team of brilliant engineers, photographed it like a fanboy before I drove it.
designers and aerodynamicists have endlessly And so how does it feel to drive the world’s most
rethought and refined every radius and hole and powerful car? On the road, you’d need to be a

58 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
1177
K I L O W A T T S

d m o t o r o f f i c i a l f m o t o r_ m a g 59
W16
Q U A D T U R B O

The Specs
FASTEST CAR ON EARTH
BODY 2-door, 2-seat coupe
DRIVE all-wheel
ENGINE 7993cc W16, DOHC, 64v, quad-turbo
POWER 1177kW @ 6700rpm
TORQUE 1600Nm @ 2000-6000rpm
POWER/WEIGHT 590kW/tonne
TRANSMISSION seven-speed dual-clutch
WEIGHT 1995kg
SUSPENSION double wishbone, adaptive dampers, air suspension,
active anti-roll bars (f/r)
L/W/H 4544/2038/1212mm
WHEELBASE 2711mm
STEERING electrically assisted rack-and-pinion
PRICE $7.25m (est.)
PROS Mind-bending performance; ultimate luxury; dynamics
CONS Outrageous price; only a limited few will own one
STAR RATING 11111
neurological marvel to detect the Super Sport’s extra
power over a standard car. On Bugatti’s numbers the
Pur Sport is marginally quicker to 100 and 200km/h.
It’s only by 300km/h that the Super Sport starts to pull
away, taking 12.1 seconds to the Pur Sport’s 12.4 and
the standard car’s 13.1. With its standard engine but
shorter gearing and significantly stiffer suspension the
Pur Sport feels way more agile and urgent on the road,
and makes the Super Sport feel bloated and unwieldy
on a track.
But despite its bonkers top speed, that’s not where
it was meant to be driven. Bugatti intended the Super
Sport as an ur-Chiron, as luxurious and long-legged as
the standard car, but with near unanswerable power
and speed. It nails that brief. You can cross continents
comfortably in this thing, and although the Pur Sport
is sharper, the Super Sport still shrinks around you and
jinks into corners like a car of two-thirds its mass.
It’s not just a dragster: it’s driveable,
docile when you need it to be, and

➜
fun. And there are moments, even on
the hilly roads around Paul Ricard
where the tell-tale indicators on the
IT’S ONLY ABOVE
Calf leather for
Super Sport’s central console will later BY 300KM/H most surfaces,
softer cordovan
confirm that you used all the power, leather for
even for a moment. A fleeting moment. THAT THE anywhere your
hands tend to rest
But if you actually want to feel more
than fleetingly what you’re getting for SUPER SPORT
your c.$7.25m, you need Ehra-Lessien. BELOW
Even on the Mistral straight you only STARTS TO The Super Sport is
in good company
glimpse it for a few seconds. In a wholly
unscientific test, I exited Turn Seven in PULL AWAY with the Veyron
and EB110
both the Pur Sport and the Super Sport
➜

and stayed flat until roughly the same,

conservative braking point. The tell-
tales told me I’d used all the power and all the revs in
each car, but with a peak speed of 331km/h in the Pur
Sport, to the Super Sport’s 349km/h.
So there it is: the usually academic difference that
the manufacturers bicker over and billionaires pay for
but few ever witness. It doesn’t feel academic when
you do it: it feels very real and bloody serious.
The power is overwhelming and the speed seems
to swell inexorably and was nowhere near relenting,
even at way beyond 300km/h. The physical sensation
of being accelerated that hard for that long begins to
freak out your inner Neanderthal, but rationally you
know that you are nowhere near your car’s limits.
You know that it is tracking straight and true, that
when you hit the brakes the wing will stand up in its
air-brake position, pull the centre of pressure back and
allow you to bury your foot, and that those engineers
back in the pits have signed this madness off.
And oh, man, the noise. A little disappointing in
normal use, the Chiron is just thunderous when you
finally get to hold it wide open. If this is the swansong
for the petrol engine, it’s delivered in the deepest
basso profundo, and we’re going to miss it.

d m o t o r o f f i c i a l f m o t o r_ m a g 61
 FEATURE. AUDI QUATTRO REBORN

62 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 IT’S THE CAR AUDI WON’T GIVE US –
A 21ST CENTURY REBOOT OF THE ICONIC
QUATTRO. FORTUNATELY, START-UP
E-LEGEND HAS OBLIGED
BY G EO R G K AC H E R + P I C S S T E F FA N JA H N

d m o t o r o f f i c i a l f m o t o r_ m a g 63
 T WAS ONE of those rare moments you
tend not to forget in a hurry. The cover
flew off the mint green EL1 show car and
wild applause roared through the HOTE
studio in Beilngries, east of Ingolstadt,
goosebumps raging through the audience
like a Mexican wave. A mixed bunch of
aficionados, industry insiders and supplier
reps delivered a standing ovation to a
small bald man of hard-to-guess age, who
strolled onto the stage in the universal all-
black T-shirt-and-jeans designer uniform,
bowing deeply as he thanked the gathered
throng for their applause.
The man in the spotlight is Marcus
Holzinger, a speed junkie, performance car
addict and gifted designer. His father made
his name in clay modelling and prototype
building in the ’70s, and Marcus picked up the quattro
obsession before he’d even left school.
“Dad owned an early Ur-quattro, and one of my first
creative jobs was helping to shape the Sport Quattro.
After an apprenticeship with Audi design, I completed
my training at VW in California and Wolfsburg. From the
start, I knew I wanted to build my own dream car. It took
a little longer than expected – these things do – but now
there is nothing stopping us making this vision a reality.”
Without the pandemic the E-Legend EL1 may not internal combustion engine. But inside, the industry
have existed. Covid-19 confined thousands to home- consultant knew the future was electric. As a result,
office working, axed projects at a worrying rate, and within a couple of months the DNA of his dream car
took jobs away from suppliers, contractors and service shifted from high-octane grunt through to a plug-in
providers. From one month to the next, HOTE design had RIGHT MAIN hybrid compromise to clean-air, cable-fed EV power.
Frontal aspect is pure
to increase downtime, lay people off and wait even longer Sport Quattro, The final zero-emission concept is fully compatible with
than usual to get paid. The crisis almost broke his father, complete with bonnet the philosophy of Team Roding, who had just completed
but the young Holzinger used his spare time to update venting while a matching all-wheel-drive (essential for any quattro
camera-feed mirrors
his countless drawings, fabricate early scale models, make an appearance
reboot) rolling chassis.
scribble down a rough business plan, and check out (above) The proportions were not yet perfect, the packaging
whether his allies were still keen on making this offbeat still required adjustments, and the exact specifications of
project happen. The most significant link between the the batteries changed faster than the weather. But at the
drawing board and the first prototype was the friendship end of the day, Roding found the required dimensional
between the Holzingers and Günther Riedl, CEO and and structural flexibilities while Holzinger carried out
senior brain power of specialists Roding Automobiles. the changes needed to make his body design fit the
When Roding presented a battery-powered roadster tub. In addition, he came up with a cabin that could be
in 2017, Marcus Holzinger was still a devoted fan of the extensively personalised, and both partners agreed on a

TEAM E-LEGEND

MARCUS HOLZINGER MANUEL EGGINGER GÜNTHER RIEDL FABIAN STROBL

DESIGNER/FOUNDER CO-FOUNDER COMPOSITES ACE PR MACHINE
An Audi fan since forever, Egginger likes to think big, has A jack of all trades and well- The chief marketing man,
Holzinger loves fast cars and a history of driving vintage and respected carbon-fibre specialist, Strobl has his own PR and
dreams of power-oversteering modern rally cars and wants to Riedl’s become an expert in advertising agency and is a
his quattros. The son of a see E-Legend grow way beyond e-drive systems and the required seasoned media pro. He brings an
coachbuilder father, he’s worked its current one-hit-wonder status. software. Runs a number of intriguing mix of analogue
for more OEMs than he cares Egginger manages the Inntal companies under the Roding and digital skills to the table, and
to recall. Knows how to blend Porsche Centre in umbrella, and consults for some wants to set new standards in
functionality and emotion. his other life. major OEMs. terms of customer journey.

64 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
ASIDE FROM THE EL1, HOLZINGER
MENTIONS THE FORD RS200,
LANCIA STRATOS, S4, FULVIA HF
AND 037 AND THE RENAULT 5
TURBO AS POSSIBLE
CANDIDATES

d m o t o r o f f i c i a l f m o t o r_ m a g 65
 “I ALWAYS TRIED TO GET IT TO OVERSTEER”
1983 champ Hannu Mikkola (1942-2021) on the original quattro
A gentle touch required The problem was, we battle of ideas was with system wasn’t as difficult
“I drove it a bit too hard hadn’t done much testing Renault and its 5 Turbo, to adapt to as the turbo
early on. I always tried to on tarmac. All our testing although not on gravel engine. The 1981 car had a
get it to oversteer, in 1980 was on loose and snow. Renault chose hell of a lot of lag. I had to
because it naturally surfaces, to get the to build a specialised rally learn left-foot braking in
wanted to understeer, handling right on snow car from scratch, whereas order to keep the revs up
although on snow you and gravel. But the Audi aimed to build fast, and drive it against the
have all four wheels quattro struggled on safe road cars, not just win brakes, which didn’t help
pulling the quattro into tarmac. Part of the rallies. There were a lot of the braking issues. It had
bends. On tarmac its problem was the rear good people at Audi who no power below 1000rpm,
front-drive origins made it differential. The car was could have designed a which made it difficult to
harsh. I was used to essentially three-wheel mid-engined rally car to drive on the Tour de
rear-wheel drive and drive in some corners, beat Renault, Peugeot and Corse, an all-tarmac rally
wanted to get it sideways, brutally pulling to the left Lancia, but we had to with lots of tight bends.
but the Torsen diff and right. It took us until design a road car to be a Essentially the quattro
wouldn’t let me.” 1983 to sort it out.” rally car. Audi was using was a front-wheel-drive
the rally team as a car made four-wheel drive
The rally drivers did the It was a road car, not a resource to develop road – and with the engine in
development work specialised rally car cars – that was the front of the front axle, all
“The Audi factory fully “Audi wanted people to difference.” the weight was up front.
backed the rally effort believe four-wheel-drive On tarmac rallies, this
because our work helped passenger cars were the A hell of a lot of lag meant understeer and
them evolve the road car. future. In 1981, our biggest “The four-wheel-drive overheated front brakes…’

66 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 THE GOAL IS TO
TRANSFER THE
PRIMAL INSTINCTS
number of architectural hardpoints OF EMOTIONAL From 2025, the stakeholders
to be revisited when the time was should start earning money, even
ripe for additional products. Early DRIVING INTO THE though reserves are set to grow.
on, the biggest worry for the new With the EL1 getting attention and
kids on the quattro block was a MODERN WORLD spreading the word, Holzinger and
possible veto from Audi, who could friends have already turned some
have easily thrown a spanner in the works. But Ingolstadt of their attention to two more production runs, again
wasn’t interested in taking a step back in time, so the new limited to 30 vehicles each. Marcus is tight-lipped when
enterprise started raising funds in the middle of last year. asked to reveal details about the next batch of dream cars
Do Holzinger and Riedl fear stiff competition from but, after a couple of drinks, he mentions the Ford RS200,
similar concepts like the Everrati 911? And why not re-fit ABOVE Lancia Stratos, S4, Fulvia HF and 037, as well the Renault
an original quattro with e-power? Understated rear 5 Turbo as possible candidates. It’s golden-era rallying
wing looks the
“We are not in a position to rewrite history, and we business while a tow all over again, but in coachbuilt carbon fibre and with
don’t simply put a modern drivetrain into a copycat hook signifies its monstrous electric performance.
body,” says Holzinger. “Our approach is best described race-track intent Although the place is bristling with enthusiasm and
as high-tech retro-futurism. Take the EL1, which is not excitement, underlying scepticism pops up here and
LEFT
a sleek rehash of the Sport Quattro but the creative The 1983 quattro there. Is the car too expensive? Can a nameless brand
evolution of a legendary shape, fused with a state-of- doing its thing on rally succeed in a crowded niche? Are the performance
the-art chassis (it will use a carbon-fibre structure) and stages around the numbers impressive? How about maintenance?
world. And to think
driveline. The underpinnings are so advanced that we the WRC didn’t Günther Riedl has the answers. “E-Legend is not a tech
intend to use them in our next two or three cars, and believe AWD would company nor a components supplier but a coachbuilder.
they’ll be fun – the goal is to transfer the analogue primal work against RWD Which is why we buy parts whenever we can, and we
instincts of emotional driving into the modern world.” also standardise and simplify wherever possible. This
But first E-Legend must get the EL1 off the ground. applies not only to items like the camera-based mirrors,
Despite the strong visual appeal, selling 30 units may not touchscreens or concealed door handles, but also to
be a breeze for the no-name new-comer – especially in high-tech parts such as the awesome Phi-Power motors
view of the steep $1.4m asking price. (top-drawer axial-flux e-motors), which come straight
“We are close to establishing a limited company from Formula E, or the brutally efficient batteries, with
named E-Legend,” says Manuel Egginger, the man in their 400km range – enough, indeed, for several laps of
charge of finances and strategy, who runs a Porsche the Nürburgring at full chat.
centre in his spare time. “The six founding members own “Is the price justified? Well, the efficiency of our cooling
50 per cent of the firm through common stock, and we system is second to none, the software will surprise a few
are looking for investors. The initial investment should people, the light carbon-fibre monocoque is world-class,
be amortised by 2024.” and the design speaks for itself. Plus, your EL1 will be

d m o t o r o f f i c i a l f m o t o r_ m a g 67
 HIT THE BOOST BUTTON TO
TREAT YOURSELF TO A
WODGE OF POWER, LIFTING
THE TOTAL TO A HEALTHY
600KW, FOR 30 SECONDS

68 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
unique, a one-off – this is coachbuilding, remember.”
While a single e-motor takes care of the front wheels,
the rear wheels are driven by a dual-motor unit with
integrated differential. The combined power output ABOVE
is just north of 520kW. Hit the boost button to treat Under the skin, the
work-in-progress
yourself to another wodge of power, lifting the total chassis is a very neat
to a healthy 600kW, for a full 30 seconds. Powered by carbon monocoque
a relatively small 90kWh energy pack, the powertrain
LEFT MAIN
can accelerate the two-seater to 100km/h in 2.8sec and Five-spoke rims are
200km/h in 9.0sec. Top speed is restricted to 257km/h. so right. Electronics
The architecture is 800-volt, like the Porsche Taycan, will keep them from
and the charge power is at this point restricted to 150kW. spinning madly
Thanks to the homologation rules open to low-volume
manufacturers, the EL1 can be type-approved in just
about every country. To comply with safety legislation,
airbags, ABS, stability control and selected assistance
systems are all standard.
For obvious reasons, E-Legend wants to keep its own
assembly infrastructure to a bare minimum. Complete
rolling chassis will be sourced from Roding, where the
staff has grown to 360 skilled workers. The Holzingers
are currently converting the old single-storey office
building where it all began into a tight yet modern and
efficient bodyshop. In this pragmatic cubicle, bespoke
exterior panels are to be added while the interior is
trimmed to the customer’s unique specification.
E-Legend is also planning an ultra-fast parts-supply
chain. Only in the case of a major accident or a complete
battery exchange will the car need to return to Roding.
Similar procedures are standard with Bugatti, for
instance. A direct distribution scheme will ensure an
instant personal connection between future owners and
the creators of his or her car.
Unlike the big players, start-ups like E-Legend can
reduce the gestation cycle of a new model from four or
five years to a timewarp 24 months. The software that
combines design and engineering was written in just 30
days, the development process lasted six months, and
the only prototype will be ready to roll in 12 months.
Says Egginger: “We don’t see ourselves as a classic
start-up, which aspires to make lots of money fast only
to be sold at a profit a couple of years later. We’re here to
stay – and that’s a promise.’

d m o t o r o f f i c i a l f m o t o r_ m a g 69
 TRACK GUIDE. THE BEND MOTORSPORT PARK

70 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
d m o t o r o f f i c i a l f m o t o r_ m a g 71
 18 01

15
O2
O5
16
14 03

04
17
13 O7
O8
O6

09
11

10

12

LOCATION TRACK STATS

NUMBER OF CORNERS TRACK DAYS

The Bend Open Track Days
18 International Circuit Web: thebend.com.au

TRACK LENGTH Open Pitlane

ADELAIDE CBD

THE
543 DUKES
HIGHWAY, TAILEM
BEND SA 5260
4.95km International Circuit
Web: openpitlane.com.au

BEND LAP RECORD Hyperdriv3d

Phone: (08) 8165 5700
Opened: November 2016 Web: hyperdrive3d.com.au
Owner: Peregrine Corporation 1:41.2560
Thomas Randle, Ligier JS F3-S5000, Audi Driving Experience
Altitude: 16 m. (52 ft) S5000 championship, 2019 Web: audi.com.au
DISTANCE FROM LAP RECORD AVG SPEED
ADELAIDE CBD Drifting South Australia
104km (1hrs 15min) 176.44km/h Web: driftingsa.com.au

72 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
WHEN WE FIRST pitched up at Tailem Bend back in 2018, It’s easy to see how the dream of brothers Sam, Yasser
then-editor Dylan Campbell stated that Australia’s newest and Charlie Shahin came in at a rumoured $110m, most of
purpose-built race track was akin to stepping off a plane which is privately funded apart from $18m in state and federal
in Bahrain. However, he wasn’t. DC was an hour outside of government money. About 85 metres of elevation change has
Adelaide. About three years and a few heavy downpours later, been built into the old Mitsubishi Australia proving ground and
the grass has grown at The Bend – and so has its reputation as the shorter track has been built to FIA Grade 2 requirements,
one of Australia’s best motorsport facilities. meaning everything short of F1 can race at the venue.
That fact is hard to argue with when you arrive to a four-level, And who better to guide us through a lap than Warren Luff.
308-metre pit building with 34 garages and a 100-room Rydges After all, Luffy strapped in to a Porsche 911 GT2 RS for us to bank
Hotel. Each of the rooms enjoys a world-class race track for the then-production car lap record of the full GT layout in 2018,
balcony views and most of the 7.77km layout can be viewed and he’s completed countless laps of the track for Porsche’s
from the fourth floor. Oh, and then there is the foyer-turned-car driver training course. Welcome to the MOTOR track guide to
museum that contains some of the country’s coolest metal. The Bend’s International Circuit.

SECTION ONE: FAST APPROACH

TURN ONE
Picking your brake point into Turn One is a little
difficult with the track still being so new with no
physical landmarks or surface changes, so the brake
marker boards are your best bet. This is important as
you’re arriving at the highest speed of the lap. The
corner itself is an easy 90 degree right, but the key to
being quick is to turn in early and use the flat concrete
behind the kerb. The kerb should be under the car, you
are aiming for the grass with the right side.

TURNS TWO AND THREE

Heading into Turn Two it’s a natural flow and
progression from Turn One and you can also use the
flat concrete behind the kerb here, too. Turn Two is
all about trying to straighten the run between Turn
One and Three to set your approach up for Turn Three
and the subsequent run off it. Arriving at Turn Three
there’s more road on the exit than you initially think.
It’s an early turn-in before chasing the car wide on
exit. Again, it’s all about carrying corner speed and
being smooth getting back on the throttle. As you’re
picking up the throttle the car is still carrying a lot of
01 lateral load so be careful on the initial crack and ramp
up to 50 per cent.
O2 03

MOTOR TIP
Despite kilowatts largely being king here, some
of the tighter sections like Turns One to Three
are really fun in a little front-wheel drive hot
hatch. You can really manoeuvre and slide
the car around. It’s the same into some of the
hairpins where you can trail brake and move
the rear axle around to get the car steering.

d m o t o r o f f i c i a l f m o t o r_ m a g 73
 TAILEM BEND’S INTERNATIONAL
CIRCUIT IS A FAST AND
FLOWING TRACK WHERE
HORSEPOWER IS IMPORTANT

SECTION TWO: KEEPING THE FLOW

TURNS FOUR AND FIVE
Turn Four is an easily flat and more about
getting the car positioned for the approach
O4 to Turn Five. Be careful in left-hand-drive
cars to not drop the right-hand wheels off
the track on the approach to Five. Turn
05 Five is a corner that tyre quality/compound
dictates how much speed you can carry.
O6 In a powerful car, any lift needs to be done
before you turn in so you can get back to
the throttle and settle the rear of the car.
Keep working on minimising the lift and
accelerator applications to get back to full
throttle sooner. Keep your eyes looking
forward and have smooth hands.

TURN SIX
The downhill braking into Turn Six makes it
a bit more difficult and caution needs to be
taken – even with ABS. It’s a corner where
there’s more road on the exit than you
initially realise, so focus on rotating the car
early and as quick as you can. Then use the
throttle to run the car wide, with the uphill
exit providing good drive.

MOTOR TIP
It’s a fast and flowing track where
horsepower is important. Different
cars are obviously going to have their
strengths and weaknesses, but if
you’ve got something with a bit more
power (or can upgrade) it’ll all come
together that little bit easier.

74 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 SECTION THREE: THE LONG RIGHT

O7
08
09

10

TURNS SEVEN AND EIGHT If you do this, then 10 won’t happen. Lift off early for
Turns Seven and Eight are more one big corner than
two separate ones. The exit of Turn Eight is what
Nine and float the car through the corner, get out wide
for the approach to 10. Its only once you turn in for 10 MOTOR TIP
This section is all about confidence and being
sets up the approach for Turn Nine, so the driving line that you then start to pick up the throttle, so you are
through here is all about being positioned right for this. coasting for a long time. It’s very easy to run wide on able to maintain momentum over the top of the
Sweep up high coming through Turn Seven and have a the exit of 10, one of the few corners here where the hill. If you lift too early coming over the top of
small lift before it starts heading downhill into Eight to track tightens on exit. This is probably the hardest the hill you can’t catch that speed back up as
keep the rear stable. part of the track to get right. It’s a commitment corner you go down to the triple right hander. So, it’s
because you turn in a little bit blind. There’s a huge all about commitment at the top of the hill to
TURNS NINE AND 10 amount of time to be gained or lost here and it’s the carry the speed all the way down.
It’s easy to over commit and go too deep into Nine. biggest trap for inexperienced track-day drivers.

SECTION FOUR: THE BACK SECTION

TURN 11
Use every bit of kerb you can to
improve your approach angle for turn
12 – you will end up with your right-
hand wheels nearly on the white line.
Because you use so much kerb you can
carry more speed than what you first
imagine. It’s really easy to over slow
the car and lose valuable time.

TURN 12 11
Provided you get Turn 11 right to open
this corner up, Turn 12 is pretty easy.
Again, the track opens on exit because
there is the extended part of the track 12
with it joining here on exit. So, don’t
get too greedy or you can easily drop
a wheel off. This corner is all about
the rotation and getting back to the
throttle nice and early.

MOTOR TIP
It’s not about trying to put
together a complete lap in the
beginning. Piece the sectors
together first and then once
you start getting confident in
those then you can start to
put the overall lap together.
People always try to do too
much too soon [if they aren’t
familiar with the layout] when
they arrive at The Bend.

d m o t o r o f f i c i a l f m o t o r_ m a g 75
 SECTION FIVE: THE HOOK

15
14
13

TURN 13 braking area with lots of grip. The important thing to

The entry to Turn 13 is a steep incline so the car has
more front-end grip than you realise. Clear the brake
remember on exit here and approaching Turn 15 is that
they are two corners, not one big corner. It’s easy to MOTOR TIP
It’s a track that rewards bravery and it’s very
and turn-in early. There’s room on exit, but it’s hard to come off 14 and turn too early for 15. Turn 15 is not so
pick where the outside of the track is going to be at the much a hard corner to get right, more an easy corner technical. So you’ve also got to be pin-point
apex because of the gradient. If you have space on the to get wrong. Because it tightens up on exit and goes accurate and be able to transfer the mid-
exit to the track edge you’re either turning in too late, straight in to Turn 16 it’s important to get the turn-in corner speed into exit speed and carry it all
or not carrying enough speed. Or a bit of both. right, and then keep hustling the nose through. If you the way down the next straight. It can be very
open the steering too early you will end up wide and daunting at first, but just focus on the bits and
TURN 14 AND 15 make 16 more of a corner than it needs to be. It’s all pieces you need to be fast in the crucial areas.
Turn 14 is a pretty simple corner that’s also an uphill about managing the understeer.

SECTION SIX: THE RUN HOME

TURN 16
If you get Turn 15 right, Turn 16 becomes less of a
18 corner, depending on power-down, consider a short
shift rather than a full lift off. It’s easy to give away a
lot of time through here.

TURN 17
16 Turn 17 is another one of the few corners that tightens
17 on the exit. Like Turn One, try turning early and use
the flat concrete behind the kerb, aiming for the grass
with your right wheels. Make sure when you do get to
the concrete that you keep turning and coaxing the
nose so you don’t run wide on the exit.

TURN 18
As for Turn 18, it leads onto the long, long front
straight, so this clearly makes it an important corner.
It’s another uphill corner so there’s more purchase
than first thought and plenty of road on the exit. It’s
very easy to turn too late here. Don’t over-slow the
car, clear the brakes early, turn early and get back to
the throttle early and flow the car wide on exit. Make
sure to watch out for cars slowing on exit that are
trying to enter the pit lane.

MOTOR TIP
It’s easy to overcommit to 17 and underdo
18, imagining them to be a pair of 90-degree
turns. They’re not and it doesn’t matter what
you do on the rest of the lap, if you mess up
coming onto the front straight out of Turn 18,
not only are you going to lose time on that
lap but the next one, too.

76 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
Motoring nirvana, thy name is The Bend
Everyone needs to make the trip to South Australia at least once

IF YOU AREN’T taking to the track yourself, The Bend For your sideways needs, there are regular events and
hosts everything from tractor pulling, to Supercars and driver training on the skid pan, while serious drifters can
the Asian Le Mans Series (borders permitting). book time on the proper circuit throughout the year.
The best vantage point for watching racing is on the pit A number of track days use the West Circuit, a 3.41km
straight, but with more infrastructure being built, outside course with 12 turns that uses much of the International
the turn one, two, three complex is a good place to layout. Where the International Circuit rakes left at turn
witness overtakes and tangles. Due to The Bend’s rural six, the West Circuit hooks right, reconnecting at what
location you’ll need to drive there for events, and we’d would be turn 14 – cutting out the entire back section.
suggest having a tow back-up plan for track days. For a smaller scale driving experience, the international-
If you’ve got the dosh staying at the Rydges Pit Lane grade 1.1km kart track has some of the fastest hire-karts in
Hotel is a fantastic experience for motoring fans, though the country. A ten minute session will set you back $30.
the Big4 Holiday Park offers a more budget friendly If you want to have a crack at The Bend from the
alternative. The towns of Tailem Bend and Murray Bridge comfort of your house, it is available as an additional mod
offer accommodation away from the track. for Assetto Corsa and rFactor 2 on PC.

d m o t o r o f f i c i a l f m o t o r_ m a g 77
M FEATURE. ASTON MARTIN VANTAGE ROADSTER

S H A K E N &
ASTON MARTIN’S VANTAGE ROADSTER SURVIVES AN EARTHQUAKE BUT

78 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 ROAD SERIES

Number
BY AN DY EN RIG HT
08 P I C S E L L E N D E WA R

S T I R R E D
DOES IT REPRESENT THE GOLD STANDARD IN SPORTING DROP TOPS?

d m o t o r o f f i c i a l f m o t o r_ m a g 79
 RIGHT
Is there a better
feeling paddle
shifter in the
business than this?

FAR RIGHT
Enright ponders the
finer points of the
swan doors

HIS IS POETIC. Last month I aimed a backhanded swipe GTS Cabriolet, and given that the 911 fronts up with
at car-cleaning snobs and now I’m about to be smitten 353kW and 570Nm versus the Brit’s 375kW and 685Nm,
by the gods of detailing. I’m in an Aston Martin Vantage there’s some respectable bang for your big bunch of bucks
Roadster. More specifically, the car is in a no-touch laser with the Vantage.
wash machine in Moe and the mechanism is trying to It feels conspicuous in Moe, the blue-collar coal
write itself off. The car lurches and bucks as the gantry town in the Latrobe Valley seemingly on tickover this
groans and warps into parallelograms. I consider how morning. Cloud sits on the hilltops, dulling the Zaffre
the insurance claim for a car wash gone rogue is going blue paintwork, but as soon as the sun peaks through, the
to play out. Then it’s over. Normality resumes, the wash colour erupts into a riotously extrovert dazzle. The road
and wax spraying continues, and Victoria’s magnitude out threads through the scruffy industrial suburbs and
5.9 earthquake activity subsides for another thousand then reaches for the Baw Baw hills. It’s near-perfect for the
years. In a unique contribution to consumer journalism, warm 4.0-litre V8, with long bends and decent sightlines.
I can confirm that there is little to no scuttle shake in the The Aston’s suspension can be set into three modes:
Vantage Roadster during moderate seismic events. Sport, Sport+ and Track. Then there’s a separate drive
We’re en route to Walhalla, a tiny gold mining village mode button which offers the same three modes for
nestled deep in the folds of the Dividing Range. The powertrain attributes, exhaust and steering. Now we’re
bitumen dead-ends there, so we’ll loop back on ourselves out of town, I’ve switched it into Sport for the suspension
and then drop down into the Thomson catchment and Sport+ for the rest. The AMG genetics aren’t too
and finish up at the remote dam. On a weekday it’s a deeply buried, Sport+ and Track modes delivering a
particularly quiet spot, perfect for stretching the legs of punchy pop-bang on sharp throttle lifts. With the hood
the Aston without bothering anybody else. down and plenty of rock walls lining the road as it climbs
This is my first time behind the wheel of any version to the plantations around Moondarra, it’s a joy to carom
of the current Vantage, the Roadster being launched the reports off one rock face and then hear it reflected
last year. This particular car nominally wears an RRP back a second later from the other side of the valley.
of $314,635, but with a restrained dabble through the The coding for the ZF eight-speed automatic is entirely
options menu, this one’s carrying a price-as-tested of too mannered in Sport, defaulting to seventh or eighth
$384,036. Taking that first figure into consideration, it seemingly at the earliest opportunity, but Sport+ is a
significantly undercuts the $347,700 Porsche 992 Carrera good deal crisper. Should you want to take control of

80 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
THE AMG GENETICS AREN’T TOO DEEPLY
BURIED, SPORT+ AND TRACK MODES
DELIVERING A PUNCHY POP-BANG

d m o t o r o f f i c i a l f m o t o r_ m a g 81
 THE VANTAGE IS A CAPTIVATING THING, PLENTY
FAST ENOUGH TO GET YOU JUICED ON ROAD

82 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 BELOW
Push-button gear

➜
selection painless but
some will rue the end
of a manual option

ABOVE the transmission yourself, just pluck one of the long coming, fast. The manual transmission option has been
Body rigidity column-mounted paddles and it’ll instantly switch into ditched and a whole suite of changes are incoming for
is better than
expected; exhaust manual mode. A long pull on the right-hand paddle then the mid-life facelift.
is percussive slurs it back into automatic. The paddles themselves are “In addition to design changes and functional
beautiful, cool-touch a-luminium with a perfect curve to improvements, the interiors will be totally reworked
LEFT
The M177 V8 nestles
their obverse faces that you can hook a digit into. with up-to-date connectivity, enhanced digitisation and
behind the line The initial impression is of solidity. That’s no bad thing. new assistance systems,” Moers said. “We’re also going
of the front axle, I’ve driven some fairly flaky Astons in the past, yet this to rethink the AMR sub-brand. The cars should be more
incarcerated by one not only feels chunkily bombproof, but it also feels dynamic in the way they look and drive.”
some hefty bracing
like an Aston Martin. Sounds trite, I know, but there’s so That last point is interesting. There’s no doubt that
much AMG in this DNA that there was always the risk that a Porsche 992 Cabriolet would be a faster thing on
➜ the Vantage could have come off as a Brit with a decidedly the backroads towards Walhalla, but would it be more
German accent. That’s good. Not so clever is the rather rewarding? I’m not sure. The Vantage is a captivating
vintage infotainment architecture. thing, plenty fast enough to get you juiced on road
The small screen that sits proud of the dash houses a yet civilised enough to offer something when you’ve
system that would have seemed superannuated five years kicked the pace back. We find a quiet corner for some
ago. There’s no touchscreen functionality and there’s photography and scuttle the Aston through at moderate
no smartphone mirroring. While the COMAND-based pace only for the front to ground painfully onto the
functionality of what you do have is fairly easy to navigate bitumen as the camber fizzles. I’m mortified, ducking
via a touch pad and wheel, it has you starting to look for beneath the car to see where the piano black plastics now
other areas where the Vantage is off the pace. There’s no wear a crazy lattice of fine white scratches. It dents my
wireless charging pad nor head-up display. Should that confidence in the Vantage a bit.
matter? In purist terms not really, but details matter. Yes, the adaptive suspension was in its softest mode,
Aston Martin’s boss Tobias Moers knows this and it’s on but then the car was only travelling at around 50km/h.
his priority list. This Vantage wears the revised Vane grille The dampers just couldn’t support the car’s nose on
rather than the old Hunter design and more updates are what looked like an innocuous corner at fairly pedestrian

d m o t o r o f f i c i a l f m o t o r_ m a g 83
84 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 WALHALLA

RAWSON
THOMSON DAM

MOE

d m o t o r o f f i c i a l f m o t o r_ m a g 85
 speeds. I think of the genius of vehicle attributes boss numbers just didn’t stack up. Today Walhalla is home to
Matt Becker and wonder how such a shortcoming would around 20 permanent residents, with Stringer’s Creek
have been signed off on his watch. As the day goes on, occasionally yielding alluvial gold to the trippers who
the pace creeps back up and it never happens again. I’m come to pan its gin-clear waters.
prepared to give the Vantage the benefit of the doubt. The train that once ran to Moe whistles in the valley
Perhaps it was just a very curious piece of road shaping. below, steam marking its progress out of view beneath
We pull into Walhalla for lunch. The village has had the dense ferns, stringbarks and cycads. Time to press
a bit of a tough time of things lately, having been hit by on towards our destination, Thomson Dam. There’s a
a landslide. Looking at the precipitous piles of mining good deal of fundamental rightness about the Vantage’s
tailings that sit on the other side of Stringer’s Creek, dynamics. The chassis feels surprisingly rigid for a non-
it’s hardly surprising. Edward Stringer himself wasn’t carbon topless car. The steering weights up nicely in
the luckiest of chaps. The former convict was one of a corners and isn’t overly afflicted by unnatural heft when
group of four prospectors who first found gold here back you cycle through the drive modes. Pedal positioning is
in December 1862. Old Stringer staked his claim but excellent and the brake pedal is easy to modulate. All of
died before he dug an ounce of gold out of the ground, the basics are done well. Even the steering wheel, which
posthumously being awarded the princely sum of £100 looks so ungainly, with its squircle shape, is good to hold,
for the discovery. encouraging a nine- and three-o’clock hand position.
In its heyday, Walhalla was home to 4000 gold-fevered Although it measures just 4465mm from stem to stern,
miners. It was named after a productive mine, but in with such minimal overhangs the Vantage features a long
February 1863 prospectors William Myers and John wheelbase of 2705mm. A Porsche 992 is comfortably
Hinchcliffe found the motherlode, named Cohen’s Reef. longer yet its wheelbase measures just 2450mm, some
The largest single gold seam in Victoria, by 1900 the reef 255mm less. While this means that the Porsche always
had yielded 1.8 million troy ounces of gold, or around feels agile, the Aston feels planted and reassuring,
$4.4bn worth at today’s rates. telegraphing its intentions explicitly and when it does
By 1919 it was all over, the cost of maintaining long choose to swing its tail, it’s straightforward to gather back.
tunnels and deep shafts slowly becoming uneconomic. There’s a benign feel to it that doesn’t dilute how exciting
The machinery that extracts the gold from the quartz- the car is to drive. It just feels onside and is a great fit for
based ore was fired by wood-burning steam engines, and its target audience.
this monster was fed by denuding the local forests, timber We know that this is not a ten-tenths sort of car. Moers
tramways bringing wood in from further afield until the is working on that. In order to succeed, the Vantage

FAR RIGHT
You’d be better
served with a John
Deere rather than a
knife and fork when
ordering the loaded
potato wedges at
the Walhalla Lodge.
Servings are vast

BELOW
Keep an eye out for
weird cambers on
the road to Walhalla

86 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
WE KNOW THAT THIS IS NOT A TEN-TENTHS SORT
OF CAR. TOBIAS MOERS IS WORKING ON THAT

d m o t o r o f f i c i a l f m o t o r_ m a g 87
 OF COURSE, EVERYTHING FEELS A
LOT FASTER WITH THE HOOD DOWN

The Specs
An open and shut case?
ASTON MARTIN VANTAGE ROADSTER
BODY 2-door, 2-seat roadster
DRIVE rear-wheel
ENGINE 3982cc V8, DOHC, 32v, twin-turbo
POWER 375kW @ 6000rpm
TORQUE 685Nm @ 2000rpm
POWER/WEIGHT 230kW/tonne
TRANSMISSION 8-speed automatic
WEIGHT 1628kg
L/W/H 4465/1943/1273
WHEELBASE 2705mm
STEERING electrically assisted rack-and-pinion
TYRES 255/40 ZR20 101Y (f) 295/35 ZR20 105Y (r) Pirelli P Zero
PRICE $314,635
PROS Build quality; world-class engine; aural theatrics; styling
CONS Old-hat infotainment; interior design lacks cohesion
STAR RATING 1111
 ABOVE Roadster doesn’t have to cover too many bases. It needs buttons, with that oddly shaped wheel and a pair of
What the cabin to look good, sound good and feel like a quality product, unexceptional air vents seemingly the central focal point
lacks in elegance it and although many would argue that it’s not as pretty as of the dash. You sit low, with the waistline rising near your
counters in sheer
solidity its predecessor, I’d say it fulfils all three of those criteria. shoulders. It’s not a car you’ll lazily fat-arm around in.
Civilisation seems to end at Rawson. Beyond this tiny The hood mechanism is very slick, operating quickly at
LEFT village the C481 becomes something very special, at first speeds of up to 50km/h. It’s well insulated too, matched
Pop the hood up
and seven seconds rollercoastering across lumpy plateaux under huge arcs with double-glazed side windows, although such is the
later it feels as if of sky. Then the trees begin to knit their fingers overhead chubbiness of the door seals that you need to slam the
your senses have and the road changes. Cast into deep shadow, the corners door as if you’re a character from Grand Theft Auto if
become muted and here are different. Water courses across the bitumen in it’s not to sit half-catched. Hood up, headroom is very
dulled. It is way more
relaxing though places, while in others there’s a filmy green sheen of algae good, but the rear three-quarter visibility is predictably
that never seems to dissipate. From the junction with the catastrophic. The simple answer is to drop the top and
seemingly endless dirt of Baw Baw’s South Face Road to revel in the sight of those broad hips in the rear view.
➜ the Thomson Dam itself, the road cedes about 130m of We roll down to the dam, past one bend where a
altitude and packs a lot of challenge into just 15km. Mitsubishi Verada has gone so far Burke and Wills that I
Blind crests enlivened by lumbering timber trucks, wonder how its owner ever got back to the road without
gritty corners that go on an on, demented cambers and a machete and a rope. Bursting out of the woods onto
a suicidal sub-population of lyrebirds are more than the dam wall, there’s snow-dusted high country visible
enough to keep you focused. Of course, everything feels across the reservoir’s glinting waters. The catchment
a lot faster with the hood down. I’m no great fan of drop- looks healthy, the Thomson Reservoir making up just
tops, but there’s a magic to immersing yourself in the over half the capacity of Melbourne Water’s 10 reservoirs.
forest so intimately. Pull over and the Aston’s idle stop The village of Rawson was purpose-built for construction
system cuts in. After kilometres of wind buffeting and workers on the dam, which opened in 1975 and barrages
Affalterbach’s V8 exercising its top registers the silence a body of water double the volume of Sydney Harbour.
is shocking. The forest is still. No wind, no birdsong, no The earth and rockfill dam looks more than substantial
insects. The absence of aural clutter seems alien. enough to withstand a magnitude 5.9 shaking. The
It’s a good opportunity to consider the cabin while Ellen Aston Martin Vantage Roadster feels only slightly less
Dewar plays catch up. The interior architecture, while well implacable. I didn’t expect to gel with this car, but despite
screwed together, lacks the elegance and visual cohesion its flaws it has an intriguing and endearing blend of
that Aston Martin is known for. It’s a manic scatter of qualities. A keeper? Let’s just call it a durable bond.

d m o t o r o f f i c i a l f m o t o r_ m a g 89
 M COMPARISON. HYUNDAI i20 N v RIVALS v LEGENDS

90 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 THE
HISTORY
TOYS
WE KNOW HYUNDAI’S I20 N IS GOOD. BUT
GOOD ENOUGH TO SEE OFF ITS 2021 RIVALS
AND THE GREATEST HOT HATCHES OF ALL
TIME? FINDING OUT WILL BE A CHORE…

BY BEN OLIVER + PICS CHARLIE MAGEE

d m o t o r o f f i c i a l f m o t o r_ m a g 91
 HIS MAY NOT turn out to be the
story the editor wanted me to write.
His plan was to pit Hyundai’s new
i20 N against not only its two best current rivals,
but also five of the best hot hatches ever made,
to discern its place – if it can lay claim to one – in
the pantheon of all-time greats. Tough test.
Pick a winner from the five historic cars: the
hot hatch whose spirit the new Hyundai ought
to emulate most closely. And then crown the
best car of the modern trio – can the new N car
upset the current hot-hatch order?
We did all this, of course. But as the cars
arrive at Llandow circuit in Glamorgan in the
building heat of a Welsh summer morning,
either burbling into the pits under their own
power or unlashed with the click of a ratchet
and rolled from the back of a transporter,
we realise that we’ve assembled an eight-gun
salute to the hot hatch just as it is about to
change utterly, or perhaps even die away.
The i20 N may be a new, conventionally-
powered example of the breed, but there will
be few more like it, ever. Most car makers are no longer
developing new combustion engines, and will only be
launching plug-in hybrids and EVs by the time their
current hot hatches are due for replacement.
Of all the types of car imperilled by the switch to
electric, the hot hatch is among the least deserving
of its possible fate. It is the most democratic breed
of performance car. The best do a lot with a little, are
affordable and accessible, and even economical if you
can restrain the exuberance they encourage.
But please keep reading. This is a celebration, not
another tale of automotive doom. There is a new, manual,
TOP CENTRE BELOW conventionally powered hot hatch here to enjoy, and such
Who’d have thought If you’re missing a bit Subtle looks and a mad variety of machinery present, covering 32 of the
that several decades of character in some practical body, but a hot hatch’s 45 or so years, that we begin to appreciate just
later a hot hatch would modern hot hatches, real Type R. Seems an
pack AWD and 200kW? check this pair out age away from FK8 how far the idea of the hot hatch has evolved. It may well
evolve once again, to include plug-in hybrids and EVs.
VW, among others, would argue that it already has, with
the Golf GTE and all-electric ID.4 GTX (offered overseas).
To the driving. I’ll work through our historic five first,
compare them, and discern what specific attributes make
them great hot hatches, before choosing a favourite. As with
alcohol, it’s always best to start with the mildest and work
your way up. Luckily the oldest and least powerful car here
(though not by much) is my own, so that has to be the best
place to start. The long drive from Sussex to South Wales
in the 205 GTi reminds me that in the early days of the hot
hatch, just having sufficient power to cruise comfortably on
the motorway was part of the appeal. For a tiny, tinny ’80s
French car, the Pug is surprisingly comfortable and capable
on the way to Llandow, despite pulling just 32km/h per
1000rpm in top.
The circuit is short, quick and fun but of limited use
for assessing how well they perform as road cars, long an
essential part of the hot hatch remit, so I devise a route
around the Glamorgan coast. It’s a mixture of fast, open,
sighted stretches inland, where I can run the cars up
through their gears, and successions of off-camber, bumpy
and tightening-radius corners where the road follows the
coastline, testing the cars’ agility, grip and composure. That

92 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 i20 N - THE RIVALS AND THE LEGENDS

PEUGEOT 205 GTi (1989) VW GOLF GTI (1

(1991) HONDA CIVIC TYPE R (2005) MINI GP1 (2006)
Feels even sharper to drive today as all Mk1 GTI defined the class but feels Type R and VTEC is a cult combination; Lairiest Mini is the closest car here to
around it grow bigger and heavier slow now; Mk2 has more pep bread-van styling has aged well the Yaris’s homologation ethos
PRICE NOW $10k-$40k PRICE NOW $6k-$37k PRICE NOW Not officially sold in Aus PRICE NOW Not officially sold in Aus
POWERTRAIN 1905cc four-cyl, POWERTRAIN 1781cc four-cyl, POWERTRAIN 1998cc four-cyl, POWERTRAIN 1598cc supercharged
five-speed manual, front-wheel drive five-speed manual, front-wheel drive six-speed manual, front-wheel drive four-cyl, six-speed manual, front-drive
PERFORMANCE 95kW, 880kg, PERFORMANCE 102kW, 1030kg, PERFORMANCE 147kW, 1204kg, PERFORMANCE 160kW, 1195kg,
7.8sec 0-100km/h, 206km/h 8.5sec 0-100km/h, 208km/h 6.7sec 0-100km/h, 235km/h 6.5sec 0-100km/h, 241km/h

CLIO RS 200 CUP (2010) FORD FIESTA ST HYUNDAI i20 N TOYOTA GR YARIS RALLYE
Pre-turbo 200 Cup is among the very It’s been the best small front-drive We loved the i20 N when we drove it Yes, it’s 4WD and pricier than the rest,
best of Renault Sport’s hot hatches hot hatch for a decade solo; now it meets the benchmarks but it’s the current benchmark
PRICE NOW $11k-$20k PRICE $32,290 PRICE $32,490 PRICE $54,500
POWERTRAIN 1998cc four-cyl, POWERTRAIN 1499cc turbo three cyl, POWERTRAIN 1598cc turbo four-cyl, POWERTRAIN 1618cc turbo three-cyl,
six-speed manual, front-wheel drive six-speed manual, front-wheel drive six-speed manual, front-wheel drive six-speed manual, all-wheel drive
PERFORMANCE 147kW, 1204kg, PERFORMANCE 147kW, 1218kg, PERFORMANCE 150kW, 1190kg, PERFORMANCE 257bhp, 1280kg,
6.9sec 0-100km/h, 227km/h 6.5sec 0-100km/h, 232km/h 6.7sec 0-100km/h, 230km/h 5.2sec 0-100km/h, 230km/h

d m o t o r o f f i c i a l f m o t o r_ m a g 93
 TO ABSENT FRIENDS
T H E S M A L L G R E AT S T H AT D I D N ’ T M A K E T H E C U T

Abarth 595 Renault 5 GT Turbo Peugeot 106 Rallye Alfa Romeo Renault Clio
Sounds like a de-cat Mk2 version of Light? Check. Revvy? Alfasud Williams
Ferrari on start-up, Renault’s hit hot hatch Check. Stripes? A hot hatch before No actual input from
handles like a gained a turbo; power Check. Dog-chasing-own- the Golf GTI. Shame the Williams F1 team,
runaway rollerskate now at 85kW, which wasn’t bad tail penchant for they’re mostly but Renault Sport did
(in a good way). at all for the mid ’80s. oversteer? Check! rust now. a great job.
Audi S1 Suzuki Swift Sport VW Up GTI Mini Cooper S Nissan Pulsar GTi-R
Not a rally-rep. But Its agility honed in The global performance A wheel at each Rally homologation
with all-wheel drive, a grassroots rallying, bargain of 2018; captures the corner and Cooper/ rules gave us all-wheel
short wheelbase and 2012’s was both swift essence of the Mk1 Golf GTI Hopkirk alchemy drive, 170kW
lusty 2.0-litre engine, and sporty, unlike better than any Polo. It’s a created a gigglesome and a bonnet scoop;
it feels like one. some Swift Sports. shame it didn’t come here. ’60s legend. the GR Yaris of its day.

THE i30 N IS AN OFTEN

EDGY DEVICE, SO THE
SMALLER i20 N COULD
DO WITH FEELING A
LITTLE CALMER AND
MORE USABLE

94 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
I can drive with the window dropped, the better to let in the
smells of summer and the sea, just adds to the fun.
On such roads, starting with the smallest, lightest and
oldest car suddenly feels unfair. Usually you risk making
an old car feel geriatric if you drive it after a newer one.
But the 205 GTI enjoys such a huge weight advantage over
the later cars that the contest feels rigged in its favour
from the outset. Nor did its engineers have to wrestle with
making electrically assisted steering feel natural, because
back then it was fine to have no assistance at all. Yes, it’s
truculent at low revs and low speed, the steering is a fight
when parking and the interior is shambolic. But when
you really light it up, my God is it good. Nine years of
ownership have not inured me to its appeal. The steering
is just joyous; fizzy and accurate and natural, and you feel
the benefit of its weight in the immediacy of its brakes and
the way you never really think about body control because
there’s so little body to control.
And you feel it in the acceleration, of course. Some
modern hot hatches use acoustic trickery to sound faster.
The Peugeot pulls a similar but mechanical trick with
ABOVE CENTRE BOTTOM
deliberate driveline shunt that makes the car feel like GR Yaris Rallye has one Inside the Hyundai Same power as the
it’s bolting forward on the slightest brush of the throttle, foot in the paddock; i20 N looks more Fiesta ST but less
accompanied by a glorious, untutored roar from an engine GTI was always more standard than it feels weight; of course it’s
junior executive with enough N touches still a load of fun
that is very nearly in the cabin with you. It’s just exciting.
Maybe that’s all the i20 N needs to provide to fill the 205’s
tiny boots. And I’m not sure the next car provides that, for
all its other qualities.
This Mk2 Golf GTI is in pretty much the dream spec: a
later, big-bumper, 102kW 16-valve three-door on BBS rims.
It could only be improved if it was in Oak Green. It also,
incredibly, has just over 640km on the clock because some
genius at VW UK spotted a future classic 30 years ago and
put it under a sheet in a warehouse. The 600th was clocked
up by me around Llandow.
Location of the steering wheel aside, it looks exactly as it
would have done to a successful young fax salesman back
in pre-unification West Germany, when he collected his
new GTI from a dealership in Dusseldorf or Darmstadt,
one hand running excitedly through his bleached mullet,
the other clutching a cassette of Wind of Change which he
planned to play on his first drive.
And it does feel very German after the Peugeot: built like
a G-Wagen and with a sober cabin of heavy black plastic. It
drives Germanically, too.
Once carefully warmed, the not-yet run-in engine has
a lovely swell of torque that deals easily with the later
Mk2’s 1030kg, though clearly not as effortlessly as the
Pug’s similar 95kW moves just 880kg. The Golf’s brakes
are longer in travel, the steering slower and bodyroll
more pronounced.
It feels like what it is: a more grown-up car from the
class above the 205, whose focus is more on big-hearted
performance and refinement than simple excitement.
But hot hatches are often an owner’s only car. The
Hyundai i30 N is an often edgy device, so the smaller i20
N could actually do with feeling a little calmer and more
usable sometimes. And if the N brand could build just a
fraction of the perennial desirability that makes this car so
desirable, it would be winning.
Only nine years passed between the Golf ending
production and this EP3 Civic arriving in 2001. But the gap
feels greater, not least because the Honda is the first car
here to depart a little from the classic hot-hatch recipe. It’s
a Type R before it’s a hot hatch: Honda’s R philosophy just
happens to have been applied to a hatchback in this case,

d m o t o r o f f i c i a l f m o t o r_ m a g 95
 rather than a coupe like the Integra or a supercar like the consistent philosophy to your performance badge. Tricky,
Ayrton Senna-tweaked NSX. maybe, when you’re building that from scratch, and don’t
When launched, it felt a bit incongruous that this have much time.
aristocratic drivetrain with one of the world’s great shift I’m not sure what lessons the Mini GP1 has for the
actions had been bolted into this slightly dumpy, quasi- Hyundai, but I’m glad it’s here because it’s hilarious.
MPV body. But the shape has fared well with time, and it Bertone made 2000 of these for Mini from 2006, and as a
now looks pleasingly subtle compared to the Civic Type R’s low-volume, late-cycle special it was freed to be edgier and
current steroidal incarnation, and the ‘youthful’ i20 N. noisier and less practical than one-car hot-hatch buyers
Inside there’s the usual, lovely Type R addenda: the might usually accept, binning the rear seats in favour of a
coarse-textured red cloth upholstery, the numbered strut brace and a 50kg mass reduction. As a skunkworks
plaque, the skin-smooth titanium gearknob. But above special it feels closest to the GR Yaris in concept, and closest
all there’s that drivetrain, with 147kW available if you to the 205 for its gloriously mechanical nature and simple
have the space and energy to keep it in a powerband that excitement to drive.
starts at 5500rpm. The supercharger whines loudly and unapologetically,
If you can it’s a masterpiece, and frankly a bargain, even and provides thumping, linear thrust and throttle response
at the personal import prices charged in Australia. The almost to match the 205, and the hyperactive steering
early electric power steering lets it down slightly, with a darts into corners faster than you occasionally want to. It’s
weird, sludgy stiction around the dead-ahead. Despite its a riot, and even its price doesn’t seem outrageous now for
age, the Civic’s weight jumps up to the same, circa-1200kg something so fun, so special-feeling and supercharged.
which most of the rest of our cars share, and the damping The last of our ‘historic’ five is more relevant to the
sometimes struggles to contain vertical body movement. Hyundai, and frankly doesn’t feel historic at all, despite
But it’s still a lot of fun, and if you buy into the whole R thing being 12 years old. The Clio 200 Cup has the same power
it’s a no-brainer. Maybe that’s what Hyundai’s N brand and weight as the Civic Type R, and the same power as
can take from this car: the importance of a distinctive, the current Fiesta ST but 60kg less mass. Although more

THE MINI’S SUPERCHARGER WHINES LOUDLY AND

96 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 attention is usually paid to the optional Cup chassis fitted at list price, but close enough on a monthly repayment
to this car, with its stiffer springs and anti-roll bars, quicker plan that you might reasonably find yourself choosing
rack and lower ride height, it’s the engine that dominates. between the two. Power is way up, of course, as is the
Not relying on mad cam profiles or a turbocharger to make traction generated by the all-wheel drivetrain. We aren’t
its power, the Clio’s more immediate in its responses than expecting the i20 N to beat the Rallye, but we’re thinking
the Civic and entirely on a par with the modern cars for pace. it’ll take a decent swing at it.
It is loud and sonorous and linear and just really bloody With its look-at-me wing, red detailing, busy lines and
fast. The body control is a clear step up from the Civic and extrovert Performance Blue paint, the i20 N is far from
the Mini too, though the ride can get choppy. The steering subtle: more like the modern Civic Type R than the EP3.
is the only real disappointment: weighty but mute, though The exterior and the endless data and configurability have
maybe it was unfair to drive it after the manic Mini. The clearly been designed for a younger generation of buyers:
lesson here? Big, linear power in a compact body, please. not that us older ones should complain if it means new
The verdict on our benchmarks can wait until the performance cars are still being developed.
end, although you can probably sense which way we Hyundai has not assumed that a younger demographic
were leaning. Time, now, to drive the Hyundai against its doesn’t also care about proper engineering, though: it hired
two modern rivals. The Fiesta is here because on power, BMW’s Albert Biermann, who did the E46 M3 and E39 M5,
performance, price and spec it’s an uncannily direct rival to create its new N brand, named for the Nürburgring and
to the i20 N, and indeed its only direct rival as other car Hyundai’s Namyang test track. Among a long list of changes,
makers have largely cleared out of this space. his team has reinforced the standard i20’s shell in 12 places
The GR Yaris Rallye is here because it’s one of our very and fitted a limited-slip diff as standard. BELOW
favourite hot hatches of any description. It might have It feels properly engineered, special and sufficiently Hard to credit that
a supermini bodyshell but that’s largely immaterial: different to the standard hatch. It’s plenty fast and agile Mini management
didn’t just sign off
what’s important is the WRC chassis which has crawled enough, and by offering rev-matching, data and a wealth of the GP – they made
up inside it like a hermit crab. It’s a lot more expensive drive mode adjustment in this class it makes a contribution two successors, too

UNAPOLOGETICALLY, PROVIDING THUMPING THRUST

d m o t o r o f f i c i a l f m o t o r_ m a g 97
98 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 THE i20 N FEELS
SPECIAL AND
SUFFICIENTLY
DIFFERENT TO THE
STANDARD HATCH

and moves the hot-hatch game along a little.

The i20 N is a proper thing, though it feels more like
a standard production hot hatch and less like a Mini- or
Yaris-style ‘special’. You can alter most parameters bar the
passive suspension, but no combination of throttle map
and exhaust note is going to elevate the Hyundai’s 150kW
blown four-pot over the more charismatic threes of its
two current rivals. It does what’s needed of it but lacks the
febrile reactions of the best of the old cars. It sounds good,
though: gruff at low revs and crackly on lift-off.
You hope the chassis is going to be real draw here, and
it is. Like its bigger brother, the i20 N’s ride can sometimes
be staccato but the pay-off is tightly contained heave and
roll, at least until the standard Torsen limited-slip diff pulls
the inside front so tight into an apex that the i20 N cocks
its inside rear. The LSD corrupts the steering a little when
woken, but it’s nice to feel it working, and to feel anything
at all through a modern rack typically devoid of much
genuine feel or feedback.
Where the Fiesta feels lighter on its feet, a little more
playful and adjustable but with more perceptible body
movement, the Hyundai’s chassis feels more grown-up
and tied-down, more serious and also more refined when
not pressed. It’s pleasing that these two should have such
distinct characters, given that they’re so closely matched
on paper, and each other’s only direct rival. It also makes
choosing between them harder than the Fiesta’s long TOP CENTRE BELOW
dominance might have led us to expect. The Hyundai i20 N How long before Just like we found at
divides opinion: it’s Peugeot offers an EV PCOTY last year where
Which leaves the GR Yaris Rallye. While all the others bar either very good or reboot? We’ll stick it came fourth, the ST
the two oldest put in a solid six-point-something-seconds it’s great. Simple with the 1.9-litre likes to hike a leg
time to 100km/h, the Yaris clocks in at least a second
quicker, and feels quicker still. Like the Civic, it feels like
its drivetrain just happens to be in a hatch, and its real
references aren’t to GTIs of old but to Subaru WRXs and
Mitsubishi Evos. Unlike some of those forebears, it’s good
looking and has something like a properly executed interior,
but the sensation of driving it is remarkable familiar: the
feeling of an all-wheel-drive system pulling so hard that
it ripples the bitumen; the rip and hiss of the motor; the
supernatural ability to hold any line through a corner if
you’re prepared to trust it and keep your toe in.
The steering steers: the weight and rate are right
but you know it’ll put the car where you want it from
recent experience rather than real-time information. The
gearchange is slick, if lacking the Type R’s oiled, mechanical
sensation, and the body control is peerless here. Even a
good Welsh B-road is well within the comfort zone of a
chassis designed for the Thousand Lakes.
Maybe it was unfair to the Hyundai to drive it last, after
all its rivals, and especially after the more powerful Yaris.
But as driving the 205 first proved, hot-hatch alchemy

d m o t o r o f f i c i a l f m o t o r_ m a g 99
 TRACK ATTACK
HOW TO MAKE THE MOST OF A TIGHT AND TECHNICAL LAYOUT

01 02 03 04
STICKY WICKET THAR SHE KNOW YOUR YOU WATCHING,
The tricky radius of Glue BLOWS MODES NICOLE?
Pot means it’s more The Mini is very quick Bus Stop is a super-tight Devil’s Elbow is a
like two curves in one; to pick up speed on kink that you enter deceptive bend that can
a real test of steering, Paddock Straight, its slowly before trying to catch you out. It looks
and not changing up too supercharger whine pick up speed as early wide open compared
early. The Fiesta seems audible above the as you can. The GR to the Bus Stop, but
particularly happy, lifting sound of the older cars’ Yaris in Track mode will isn’t. The Clio feels very
a wheel as it heads for suspension creaking on understeer, but in Sport nimble, but digs in well
the long straight. the undulating surface. the back comes around. on the exit.

2 3

1 4
SMALL BUT PERFECTLY FORMED
Llandow is a 1.4km circuit in South Wales that looks big only
in comparison with the neighbouring kart track. It’s flat, but
packs in a challenging mix of bends and a couple of straights that
both require hard braking at the end, plus a few bumps.
It’s a hothouse that tells you a lot about a car in a short space of
time, leaving any flaws with nowhere to hide
5

7 6
8

08 07 06 05
KEEP YOUR DON’T LEAVE IT LINE IT UP AND AND UP SHE RISES
NERVE TOO LATE LET IT RIP Judge Nook Bend
The Jack’s Curve chicane The newer cars all make Hangar Straight is just right and the apex will
is narrow but can be straight- the older cars seem long enough to get all slingshot you on to
lined, especially if your car slow on the straight, the way up to 8000rpm Hangar Straight. The
handles the kerbs as well as but in the case of the in the Civic Type R, 205 GTi’s manageability
the i20 N does. Then hard composed, refined letting you bask in makes it feel like the
right, with little roll from the Golf you’re glad it’s not the smoothness of its car’s willing you to
little Hyundai’s flat, well- quicker, as the brakes magnificent engine and succeed, giving you all
planted chassis. don’t offer much. deceptive speed. it has got.

100 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 THE GR YARIS RALLYE IS A GREAT HOT HATCH
AND IS STILL ONE OF OUR CURRENT FAVOURITES

is about way more than power. Time to grab a bottle of of our current favourites. Between the Hyundai i20 N and
water and make some decisions. the Ford Fiesta ST it’s a tougher call. The Hyundai gets so
Progress may kill off the simplest, sweetest, most natural much right, and echoes so much of what makes the five
BELOW
cars, or render their best features unrepeatable. But once Old versus new. It old cars great. It might also objectively have a better chassis
made, those cars remain out there, and it’s often only later, couldn’t be more than the Fiesta. But the Fiesta has a simplicity, an honesty
once their modern successors have been legislated into stark with the 205 GTi and a sense of engagement that the Hyundai lacks. The ST
being a pioneer and
ever-increasing weight and complexity, that we see the also has the better engine, its triple being more characterful
the i20 N proving one
value of models that looked or felt a bit compromised or of the last bastions than the Hyundai’s four.
odd when launched. That’s true here. of the hot hatch For me, the Ford heads the Hyundai by a nose. But in
Our five historic hatches were all well-received at the truth, in a few years’ time, when hot hatches look very
time, and a couple at least have already ascended to different – if they’re sold at all – you’ll be glad you bought
greatest-of-all-time status. And yet they keep getting better either, to sit alongside your GR Yaris Rallye and your 205.
with age, and will again when combustion engines can
finally no longer be sold. If, in advance of that shift, you
want to buy a manual, internal-combustion performance
car to use alongside your Nissan Leaf or your Tesla, you
wouldn’t go wrong with any of these. I can’t believe how
affordable some of them are for what they provide. And
they won’t get any cheaper once combustion engines have
stopped being made completely.
So, rather than making excuses for the older cars here,
it’s the other way around. The newer cars can’t match the
dynamic advantages of a 32-year-old car that weighs 880kg.
So the 205 remains our favourite benchmark.
The newer cars are forced to compensate for their mass
with ever more power and tech, and it’s notable how true
steering feel has declined with the hot hatch’s evolution.
That’s not to say that it’s impossible to make a good hot
hatch now: we just have to look beyond the simplicity,
feedback and only sufficiently swollen power that marked
the best old ones.
The GR Yaris Rallye is a great hot hatch and is still one

d m o t o r o f f i c i a l f m o t o r_ m a g 101
M FEATURE. CARS OF 2022

102 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
TOYOTA’S TWIN TO the displacement, and subsequently A significantly revised interior
Subaru BRZ, the GR 86, is due improved outputs, and brings the minimalist driver’s
to reach Aussie shores within ultimately seeks to solve the coupes into modernity thanks to
the first half of 2022 and the original car’s infamous torque digital instruments, a new rotary
anticipation is palpable. The dip. Weight gains have also HVAC interface along with a
pared-back originals shocked been kept to a minimum, thanks redesigned dashboard and
the world on debut and the to the adoption of an aluminium doorcards. Updated
heavily redesigned follow-ups roof and front guards, new seats convenience and comfort
seek to capture the magic while and a redesigned muffler. improve quality of life when you
rectifying as many of the A rubber upgrade to Michelin aren’t tackling the twisty bits,
original’s criticisms as it can. Pilot Sport 4s replace the and should broaden the coupe’s
Torsional rigidity has been notorious economy-spec bandwidth and mass appeal.
improved by 50 per cent, power original Premacy hoops and, Not only will it be better to
by 21kW and torque by 38Nm. A while no 0-100km/h times have drive, but it should also be much
bore increase of 8mm provides been published, you can expect better to live with. We can’t wait
the enlarged 2.4-litre times to drop to around 6.5sec. until it gets here.

d m o t o r o f f i c i a l f m o t o r_ m a g 103
 THE MCLAREN ARTURA kick At a glance, it might look like unmitigated focus on minimising
starts a bold new chapter for a mere 570S replacement, but weight gain. It’s e-motor’s
the Woking brand. the Artura represents the power density is significantly
It doesn’t look as radical a genesis of McLaren’s impending improved, and weighs less than
departure as Ferrari’s 296 GTB, journey through a whole new half that of the landmark
instead leaning heavier on era of performance. Zero to McLaren P1.
McLaren’s established styling 200km/h in 8.4 seconds is 911 Its styling might be deemed
cues. Underneath, however, Turbo S territory, and this is the conservative, but that only
there’s a new MCLA carbon- rosebud. Everything grows from further juxtaposes McLaren’s
fibre chassis, a new 120-degree here. And it only gets faster. totally clean-sheet approach. It’s
twin-turbo V6 hybrid engine, a Despite its environmentally still unmistakably McLaren, and
new gearbox, new electric on-trend V6 hybrid powertrain, that often means, from the
motors and even a new the Artura tips the scales at a driver’s seat at least,
infotainment system. lithe 1498kg thanks to an unmistakably brilliant.

104 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
‘HYBRID’ AND ‘EV’ were once That split will only swing wheels. There will also be a all-rounder than the sharper-
dirty words in the performance further towards electrified hotter RS version that gains steering Porsche. More choice
car world, evoking images of powertrains as time marches improved 440kW/830Nm is rarely a bad thing, however.
Toyota Prius and Nissan Leafs. on, but the e-tron GT shows outputs in exchange for a slight Initially penned for a 2021
Come 2022, however, and the that all isn’t lost for keen disadvantage in ultimate release, the e-tron GT was
technology is an increasing drivers in the looming age of driving range. It may share its recently pushed back to early
fixture in the premium sector, electrification. In standard trim, batteries and 800V 2022. Audi fans also have the
with three hybrids and Audi’s the GT packs 350kW/630Nm, architecture with its Porsche redesigned RS3 hatch and
flagship sports EV featured on or 390kW/640Nm on Taycan step-sibling, but is sedan to look forward to within
our list of anticipation. overboost, feeding all four- geared as a more comfortable the first half of 2022.

AT A GLANCE, you can see architecture. Subsequently, Subsequently, the headline

why Subaru’s WRX has spurred dimensions have shifted with torque figure arrives earlier,
such a polarising reaction the new Rex measuring slightly from 2000rpm to 5200rpm.
online. Aesthetics aside (the longer, wider and lower than New tech, such as active
previous VA WRX wasn’t the outgoing model. The torque vectoring, is now
immediately embraced), torque wheelbase has grown by 22mm, standard overseas, and
is unchanged at 350Nm while the chassis is stiffer and the manual-equipped examples
power peaks at 202kW – just centre of gravity, lower. Gone, gain a viscous centre limited-
5kW more than its predecessor. too, is the long-serving FA20 slip differential. We’re eager to
That doesn’t tell the whole motor with Subaru’s new rally see if it retains its iconic
story, however. Underpinning hero instead propelled by a fighting spirit, and remain even
the fifth-generation WRX is the turbocharged version of the more curious about the
new Subaru Global Platform BRZ’s FA24 engine. rumoured return of the wagon.

106 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
IF, LIKE US, you seek clues to 6.1kWh lithium-ion battery 470kW/900Nm twin-turbo In pure petrol-powered GT63
the next-gen C63e’s ludicrous pack, to appear coupled with 4.0-litre V8, to deliver an S configuration, Mercedes-
levels of athleticism, keep an the hugely efficient M139 earth-rippling 620kW and AMG’s powerhouse finished
eye out for Mercedes-AMG’s four-pot in Affalterbach’s next “over” 1400Nm combined. The second outright at MOTOR’s
GT63 S e Performance which is C-Class hotrod. And if you result is a brisk 2.9-second 2020 PCOTY. Only the
due to land locally in the think that’s going to be a sprint from 0-100km/h, the intervention of a Porsche 992
second half of 2022. missile, the GT63 S e fastest of any road car in the Carrera S prevented AMG from
You can expect the same Performance is simply atomic. company’s history – until the carrying off two PCOTY crowns
150kW/320Nm electric motor, Here, that same 150kW AMG One hypercar finally in a row. We can’t wait to
attached to an F1-derived electric motor combines with a comes to fruition. loosen the shackles on this one.

d m o t o r o f f i c i a l f m o t o r_ m a g 1 07
ANY NEW PERFORMANCE on Volkswagen’s familiar MQB all-wheel drive Golf R. Our roving
model for Australia’s small and platform and powered by the reporter Dan Gardner recently
isolated market is something to flexible EA888 turbo-four, it had a steer of the Spanish hatch
celebrate. Better, and rarer, yet is should be good. The only in the UK and the initial reports,
an entirely new performance question is how good? that it’s an involving driver’s car
marque. The reinvented Cupra A mid-range 180kW variant that gets better the harder you
brand is readying something of an sounds like a promising and push, have us rapt.
Aussie assault with three affordable alternative to the The Spanish brand is well-
interesting offerings set to arrive increasingly costly Mk8 Golf GTI, supported on the global product
as the brand readies a mid-year while a 221kW variant may prove front by its VAG owners, and has
launch. It’s the Leon hatchback an attractive front-drive stopgap long-term ambitions as a leading
we’re most excited for as, based offering below the full-fat EV performance marque.

AUSTRALIA’S STATUS AS a get our hands on. It’s the fifth with a power-to-weight ratio of
performance nation has a flock of Golf hatchback to wear the R 151kW/tonne. The DSG is even
R-badged Volkswagens circling badge, and will need to impress more rapid and the four-wheel
overhead like vultures. Next year, in the face of a new wave of drive system has been fitted with
you can expect five new potent hatches including the a new, more rear-biased central
R-badged Germans from updated Audi S3 and versatile differential, along with a new
Wolfsburg to enter the Aussie Mercedes-AMG A35. e-diff on the rear axle which
market. Golf R hatchback and The latest version of VAG’s introduces torque-vectoring and
wagon will lead the charge in Q1, ubiquitous 2.0-litre turbo-four is drift mode. The Golf R has always
followed later in the year by fitted with outputs lifting to boasted a sort of point-and-shoot
Tiguan R, T-Roc R and Touareg R. 235kW and 420Nm. That makes efficiency, but significant tech
Of course, it’s the heroic rapid the latest 1551kg Golf R the updates deliver elevated dynamic
hatch that we’re most eager to fastest series production Golf, abilities and greater versatility.

n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
A NEW AFFORDABLE power boost thanks to that mantle of Nissan’s performance
turbocharged coupe is a rare VR30DDTT powertrain. Lets just flagship for Australia.
occurrence these days. Rarer hope it doesn’t inherit the Infiniti Naysayers may decry its
still when it comes available Q60’s steering feel. Dynamic carry-over platform, but the
with a H-pattern gearbox and prospects aside, the Z also prospect of an old-school
three pedals, but that’s what promises great strides in tech near-300kW twin-turbo V6
Nissan’s new Z looks set to and convenience, along with a rear-drive chassis, with
deliver come mid-2022. There thoroughly modernised interior. contemporary in-car tech and
are still crucial unknowns The 370Z, ageing as it may be, active safety, is mouthwatering.
surrounding the Z, including is still a hugely fun thing to drive All the modern convenience
kerb weight and local pricing and the new Z elevates Nissan’s matched to a driving experience
but the potential for something line of FM-based coupes into a with one hand in the past? How
great is there. fighting fit offering for today. can you say no? Savour cars like
It features improved chassis With the R35 GT-R soon to exit this, because you’re not going
rigidity and a very welcome stage left, the Z will assume the to see many more of ‘em.

d m o t o r o f f i c i a l f m o t o r_ m a g 109
M BACK SECTION. SWEET DREAM
LEXUS LC F

Sweet Dream
CARS THAT DON’T EXIST, BUT SHOULD
BY CAMERON KIRBY
I L L U S T R AT I O N T H E O P H I L U S C H I N

No points for guessing what the F stands for

THE LEXUS LC 500 is one of the finest grand tourers The idea of a performance LC isn’t new, with an
you can buy from a showroom in 2021. But, wrapped F variant being reported as both dead and alive
up in its superb design, exquisite fit and finish, and simultaneously. What is known is that Lexus got as far
endearing 5.0-litre naturally aspirated V8 engine is a as building a race-ready prototype 4.0-litre twin-turbo
level of performance and dynamics that remains at arms V8 that was set to compete at the Nürburgring 24
length. Not to say it’s a poor driving machine – quite Hours. It would be a production version of this engine
the opposite – but there’s certainly scope for some that would power the LC F to the tune of 490kW and
additional focus, and certainly remains in the lengthy 650Nm. Gear selection will be taken care of by a heavily
shadow of its legendary predecessor the LFA. updated 10-speed automatic. A new torque converter
Enter the Lexus LC F: a hardcore performance would be installed, along with tweaked ratios, and
focused flagship to reiterate that there’s more to the additional cooling to ensure the LC F is up to the task of
Lexus brand than growing old gracefully. regular serious track use.

110 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 LEXUS LC F
Restyled bumpers with new aggressive openings help Helping bring the underlying talent of the LC’s
feed air into the necessary intercoolers to stop the LC F TNGA-L platform to the fore are a raft of mechanical
getting too hot under the collar. Front and rear bumper changes under the skin. Double-wishbone suspension
redesigns help improve aerodynamics, while a fixed complement damper settings retuned to better suit
rear spoiler boosts downforce in high-speed settings. performance driving, with a cast aluminium subframe
Lashings of carbon fibre play their part in making a dint to lower overall mass. An updated torque-vectoring
in the LC’s not-inconsiderable kerb weight. differential would be installed on the rear axle, paired
Sending the power to the rear wheels exclusively with a new version of Lexus’ Vehicle Dynamics
would differentiate the LC F from rivals like the BMW Integrated Management system. Features such as drift
M8 and Jaguar F-Type R – neither of which can match assist, race ESC, and multi-stage traction control would
the Japanese coupe on grunt either. The rear-drive all be standard, along with traditional performance
layout would make the LC F a fierce driver’s car, honed additions such as lap times and g-meters.
and fine tuned at parent company Toyota’s ‘mini- Want to play fantasy product planner with us? Send
Nürburgring’ Shimoyama proving ground. your best ideas to [email protected]

d m o t o r o f f i c i a l f m o t o r_ m a g 111
M BACK SECTION. SWEET DREAM

SENDING THE 490KW/650NM OF GRUNT TO

THE REAR WHEELS EXCLUSIVELY WOULD
DIFFERENTIATE THE LEXUS LC F FROM RIVALS
LIKE THE BMW M8 AND JAGUAR F-TYPE R

03
04

05

112 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 HOW
WE’D

Build it

01. WHO YOU GONNA CALL?

Lexus and Yamaha are a match made in
heaven. The new twin-snail V8 will be no
different, with the team at Yamaha
brought in to fettle everything
downstream of the combustion
chambers, ensuring the engine sounds as
good as the LC looks.

02. PUT IT IN THE BANK

Lexus’ new twin-turbo 4.0-litre V8 would
feature a hot-vee turbocharger set up,
which will help with packaging what is
already a fairly wide engine. Lexus’
engineers would need to ease the
bent-eight further back and lower in the
engine bay, giving the LC F a front-mid
engined design. To justify development
costs, the engine would be repurposed in
several other high-performance
applications across the Toyota family.

02 03. NATURAL WEAVE

Everyone knows carbon fibre makes
things faster, with the black weave
deployed with great effect through the
LC F. However, to supplement
Lexus’ traditionally excellent interior
material choices, natural fibre weaves
will be deployed, highlighted by

01 AmpliTex seat backs.

04. THE GREEN PACK

Paying homage to the LFA before it, and
the LC F’s developmental link with the
track, a Nürburgring Package would be
offered to customers. This would add
semi-slick tyres, carbon-ceramic brakes, a
larger rear wing, Bilstein dampers, fixed
bucket seats, six-point harness, and half
cage. Porsche GT3 eat your heart out.

05. NO FRIENDS IN THE BACK

Even without the Nürburgring Package,
the LC F would be a true two-seater
coupe – no 2+2 shenanigans here.
Without the grand touring pretence the
extra weight of rear seats is unnecessary.
Extra kilos will be shed with a reduction in
sound deadening. This is a proper sports
car, not a grand tourer, remember?

d m o t o r o f f i c i a l f m o t o r_ m a g 113
M BUYING A MODERN CLASSIC
WORSHIPPING THE DEPRECIATION GODS

114 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 IN A WORLD of bewinged Honda Civic Type Rs and
ballistic AMG-badged hyper hatches, performance so
large has never before come in packages so small. Hot
hatches weren’t always this wild though, and if there
was a catalyst for this modern small arms race, it just
might be the MkII Ford Focus RS.
Arriving locally in 2010, by then backed by 40 years
of racing pedigree, a new RS-badged Ford was big
news for enthusiasts. However, no one expected the
furore that the fast Focus would cause.
It wasn’t just the 224kW (an international headline-
defining 300hp) and 440Nm outputs that stunned.
With its flared haunches and vents aplenty, it had the
kerbside clout to match junior supercars, as well as the
performance credentials to boot.
Initial fears of a lack of all-wheel drive and a carry-
over engine from the ST were quickly laid to rest.
The Volvo-sourced 2.5-litre five-cylinder Duratec
engine, indeed, was shared with the ST but gained a
forged camshaft, pistons and conrods, a larger water-
to-air intercooler, free-flowing intake and exhaust,

ABOVE a larger BorgWarner turbo and a doubling of boost

It might look bare pressure. Peak power was delivered at a heady
compared to modern 6500rpm while the headline torque figure was on hand
offerings, but just
tell your friends that from as low as 2300rpm.
it’s ‘driver focused’ Initial impressions for many were filled with relief, as
the original Mk1 Focus RS of 2002 (which didn’t come
to Oz) which had a wildly unruly front end that some
loved and many hated. The boffins at Rallye Sport had
clearly watched and learned in the interim, bestowing
the Mk2 RS with a more progressive Quaife torque-
sensing differential and Ford’s patented ‘Revoknuckle’
front end with lower scrub radius and kingpin offset to
quell torque steer. The combined effect was a riotous
machine that was as poised as it was theatrical, and a
vehicle that redefined many peoples’ perceptions of
what a front-drive performance car could do.
The prospect of a $60k hot hatch was harder to
reconcile a decade ago, and its lack of refinement made
it too focused for some. Perhaps it was ahead of its
time; it emerged as an anomaly, but feels charmingly
analogue in the context of the modern hot hatch.

d m o t o r o f f i c i a l f m o t o r_ m a g 115
M BUYING A MODERN CLASSIC

FORD FOCUS RS
BODY 5-door, 5-seat coupe
ENGINE 2522cc inline-5, DOHC, 20v
POWER 224kW @ 6500rpm
TORQUE 440Nm @ 2500rpm
TRANSMISSION 6-speed manual
WEIGHT 1468kg
USED RANGE $40,000-$70,000

LIMITED NUMBERS HAVE PREVENTED THE FOCUS

FROM DEPRECIATING INTO TRUE BARGAIN STATUS
 01 02
03 04

With just 315 examples ENGINE & TRANSMISSION The Duratec five-cylinder
ESSENTIAL delivered new to Australia in is a durable unit, although factory service intervals are
CHECKS 2010, limited numbers have rather long, calling for an oil change every 20,000kms.
prevented residual values Specialists encourage owners to perform a service
from depreciating to the point annually – so check for documentation, records and
FOCUS RS of true performance bargain receipts of prior works.
ONE Rallye Sport
status. A shame for buyers. enthusiasts are a In rare early cases, the addictive pops and bangs of
Today, the market begins at about $40k for the most- passionate clan, the RS’ exhaust caused the factory plastic plenum to
with various owner’s
used example with about 150,000kms showing. One clubs dotted around explode. Ford carried out a remap under recall, and
vehicle advertised at almost $70k tops the market, in the country many owners retrofit cast alloy replacements.
near-new condition with just 2500kms covered, and is Many cars will be soon due for their timing belt
finished in the desirable Ultimate Green hero colour. TWO Factory- replacement (200,000kms or 10 years), so factor
fitted Recaro
Median asking price and mileage for listed examples at that in to cost of purchase. Excessive blue or grey
Sportster CS seats
the time of writing is $51k with 75000kms travelled. are side-mounted smoke, burning of oil, or late/lack of boost pressure
They should also prove a reasonably safe place and sit nice and low may indicate a worn or failing turbocharger. Lack
to park your money, as RS-fettled Fords boast a of maintenance leading to oil starvation, or engine
collectible cachet stretching back to the MkI Escorts THREE Pops and modifications, can accelerate turbo wear.
bangs are all fun
of 1970. Upper end MkII values have already exceeded and games until SUSPENSION & BRAKES Any audible knocking from
those of the lower end of the latest, and far more your inlet plenum the suspension is most likely the front lower control
plentiful, MkIII Focus RS market. explodes arm bushings. Also check life left in the tyres and
BODY & CHASSIS Usual things like inspecting for prior brakes, factoring in any necessary replacements into
FOUR Mean
accident damage and corrosion are paramount for muggin’ street your pricing negotiations. The RS’s ESP system often
performance cars such as this. fighter still looks saw the rear brakes wearing faster than the fronts.
Superficial corrosion can occur, most often afflicting fresh today INTERIOR & ELECTRICS One of the criticisms of the
the top of the rear wheel arches due to scrubbing RS when new was its interior which, aside from the
wheels, or the front end due to stone chips. slick Recaro sports seats and splashes of carbon fibre,
The Ultimate Green hero colour was notoriously did little to disguise its pedestrian Focus origins. The
difficult for Ford to paint match, with inconsistent upside to that is that most materials around the cabin
finishes reported from the factory. In that case, slight are rather hard-wearing. Seat bolsters within high-
variations between panels may not necessarily mean mileage cars may be displaying creasing and wear,
prior accident damage. however. Look for warning lights and test all functions.

d m o t o r o f f i c i a l f m o t o r_ m a g 117
 11 . 2021

M BACK SECTION. TECH TALK

SOLID-STATE BATTERY
BY CAMERON KIRBY

State of the art

Toyota is leading the charge on the holy grail of EV powertrains
IF YOU COULD OWN an electric vehicle that could A prototype non-automotive solid-state battery from
travel more than 1000km on a single charge, retained Samsung has an energy density of 900Wh per litre,
nearly all its battery capacity after three years, can while the very best lithium-ion units are only capable of
operate normally in a wide range of temperatures, roughly 700Wh per litre. The company says using this
could be recharged in 10 minutes, and cost the same in an electric vehicle would allow the car to travel up
as an equivalent combustion-powered car, would you? to 800km on a single charge. With a life cycle of 1000
That is the situation that will be thrust upon consumers charges that puts the battery’s lifespan at 800,000km.
when solid-state battery technology begins being mass Your uncle’s LandCruiser might struggle to match that.
produced midway through this decade. Toyota is hoping Going even further, US-based QuantamScape, of which
to get ahead of the curve, pushing a number of solid- Volkswagen has a 5 per cent stake, released a study late
state battery electric vehicle prototypes into service with last year that demonstrated its solid-state battery cells
the aid of partner Panasonic. have an energy density of more than 1000Wh/L. On top
With more than 1000 patents relating to solid-state of that, it was shown the batteries can charge to 80 per
tech, Toyota is putting most of a $18.7 billion investment cent capacity in 15 minutes, while retaining more than
toward its advancement and eventual large-scale 80 per cent of its capacity after 800 charge cycles. The
production. It’s not hard to understand why. The benefits secret? Pure lithium metal as the anode. A production-
of solid-state batteries over current lithium-ion designs spec version of the battery isn’t expected until 2024.
are clear cut. Solid-state units are safer, have a higher Toyota’s claims are simple. Twice the range of an
energy density, reduce both size and weight, and can equivalent lithium-ion unit, while retaining 90 per cent
operate in a wider temperature of its performance after 30 years.

A SOLID-STATE
window. Lithium-ion batteries use Continuing its bold claims, Toyota
a liquid electrolyte solution that says its solid-state batteries will
if not properly managed, or is be capable of charging from zero
damaged, can swell in size or
spontaneously combust. These DESIGN BRINGS A to full in just 10 minutes. Toyota
says its solid-state battery won’t
events are rare, but they do
occur. With certain lithium-ion MASSIVE INCREASE hit mass production until 2025.
Like others in the solid-state arms

IN THE AMOUNT OF
batteries, as much as a third of race, that’s because while the
the storage capacity can degrade technology is almost ready for

POWER THAT CAN BE

after a decade. large scale use, the production
In both battery designs the capacity isn’t there yet. Unlike

STORED IN A BATTERY
electrolyte is a chemical mixture current batteries, solid-state units
that allows current to travel require different machinery and
between the cathode and anode techniques in the manufacturing
(or more simply the positively and process. Additionally, simply not
negatively charged electrode respectively). In lithium-ion enough raw lithium is being produced – of which the
batteries this separator is a liquid solution, where a solid- world has a finite amount (see breakout).
state battery uses a solid electrolyte. Liquid electrolytes Toyota also has a government-funded advantage.
are what cause those spectacular and hard-to-dose fires Japan’s government has created a ¥2 trillion (A$24.7
when things go wrong. Solid-state alternatives alleviate billion) war chest which it is using to fund manufacturers’
all these issues and bring a massive increase in the efforts in creating new decarbonisation technologies. A
amount of power that can be stored within a battery. This large portion of the money will go toward solid-state
gives manufacturers two options; reduce the size of a batteries, in particular acquiring the lithium needed.
battery, saving space and weight with no loss of energy, Additionally, two Japanese mining and oil companies,
or retain the current dimensions with a boost in outputs. Mitsui Kinzoku and Idemitsu Kosa, are building
The fact that a solid lithium metal anode increases infrastructure to produce solid electrolytes.
energy density has been known for nearly half a century, This is all in an effort to gain an advantage over China
but it is only now that we have had the technology to and South Korea in the battery production arms race,
make it a reality. That’s because using lithium metal with with the global market for next-gen tech that outguns
a liquid electrolyte has a risk of creating stalagmite-like current lithium-ion designs expected to grow in value
formations that can puncture the separator between the from $53.6 million a year to $34.6 billion in 2035.
anode and cathode which results in a nasty chemical Why the rapid expansion? You, the average car buyer.
explosion. A variety of solid-state electrolytes are now In 2035 you’ll be faced with that dilemma that started
available that work as a ceramic separator and have the this, and there are big players betting they know which
same conductivity without the risk of exploding. option you’ll choose.

118 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 2. THE HYBRID DILEMMA
Toyota has copped plenty of flak
for dragging its feet on full battery
electric vehicles – opting instead
1. SEEING GLASS
to favour traditional hybrids. In
The University of
response, the manufacturer says
Bayreuth is working with
its 18.1 million hybrids produced so
Tesla Germany and Varta
far are responsible for the same
Microbattery to develop
carbon dioxide reduction impact
lithium-ion battery
as 5.5 million BEVs, while using the
separators made of
battery components needed to
glass. The project dubbed
build just 260,000 BEVs. That said,
GlasSeLIB (meaning glass
by 2025 Toyota promises to have 15
separators for lithium-ion
different BEVs in production.
batteries), hopes to use
glass electrolytes instead
of ceramics to increase
the safety and service life
of lithium-ion batteries.

3. NICKELPACK
Despite the focus on solid
state batteries, Toyota hasn’t
completely abandoned lithium-
ion or nickel-metal hydride
designs. Its that latter which the
Japanese brand has recently
announced a breakthrough with,
creating ‘bipolar electrodes’ that
allow for the battery to shift
from a group of separate cells to
a single stack. The new design
can fit 1.4 times the amount of
cells, producing 1.5 times the
4. MINE CRAFT power compared to previous gen
Regardless of design, batteries for EVs require the use of lithium, of which nickel-metal hydride batteries.
there are only 80 million tonnes of reserves identified globally. Bolivia sits atop
the largest lithium reserves with 21 million tonnes, ahead of Argentina (17m),
Chile (9m), the USA (6.8m), and Australia (6.3m). In 2019 we were the largest
exporter of lithium in the world, with 42,000 tonnes being shipped overseas
that year, most of it going to China (who has the sixth largest reserves at 4.5m
tonnes). The next biggest exporter was Chile, which offloaded 18,000 tonnes.

d m o t o r o f f i c i a l f m o t o r_ m a g 119
120 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 Ed’s pick
STRAIGHT
TO THE
POOL ROOM

5 TAG H
HEUER
EUER MONACO
GREEN SPECIAL EDITION
$9650 tagheuer.com
TAG Heuer’s iconic Monaco jumps
on 2021’s green dial bandwagon,
but we’re certainly not complaining.
Classical 39mm case is faithful to its
late-60s dimensions, beneath which
resides the prolific Heuer Calibre 02
automatic movement delivering 80
hours of power reserve

d m o t o r o f f i c i a l f m o t o r_ m a g 121
 Ed’s pick
PRODUCT OF
THE MONTH

6 FUNK
MOTORSPORT
TITANIUM TURBO
BLANKET
$335+ gcg.com.au
Heat management is
paramount when it comes to
turbo-tech. Funk Motorsport
products are new to the local
market, but come backed
by years of experience in
grassroots motorsports, as
well as WRC, Formula 2, British
Touring Cars and more

122 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
7 8

9 10

d m o t o r o f f i c i a l f m o t o r_ m a g 123
CAN WE CALL this an exercise in whether there’s another car on sale
redemption? The Toyota GR Yaris where the doors make up a greater
had won so many accolades around proportion of its overall length.
the world that it was a hot tip for Other revelations? I’ve discovered
outright victory at this year’s PCOTY. that the steering wheel heating
In the end, it got a bit of a working goes from zero to approximately
over, largely due to the fact that it the temperature of a nuke’s
was the base GR and not the Rallye. hypocentre in next to no time, that
Virtually all of the things we disliked the GR really could do with a rear
about the dynamics of the standard wiper and that wired Android Auto
GR are rectified by the Rallye version and a manual shift lever can make
which was launched too late to unhappy bedfellows. Above all, I’ve
feature at Winton. discovered more dirt roads within
The Aussie-market Rallye is my lockdown perimeter than I
the same car that scooped all the ever expected and these in turn
plaudits worldwide, so we were open up a whole new realm of fun
more than curious to see how it driving opportunities.
would stack up as a long term Rallye was a massive 5.5 per cent Suddenly you have challenging
proposition, giving us the chance (or 3.4 seconds) quicker around 30km/h corners, different hazards
to really see how it worked in Haunted Hills, recording a 1:01.80 to factor into your risk evaluations
Australian conditions. The difference lap time versus the GR’s 1:05.20. and, with the car moving more easily
between the two models is largely And remember, that’s with no more ABOVE beneath you, the chance to more
down to three key factors. power under the bonnet.
If you’re negotiating readily assess what each of the
dirt roads, a rear
First and most importantly, the Right now 200kW feels more wiper would be different drive modes is doing to the
Rallye gets a Torsen diff located than ample in the Yaris. I’m still handy Yaris’ dynamics. That’s the rational
centrally on each axle, distributing enjoying using the auto blip feature justification. It’s also about as much
torque front to rear and left to right. for the manual gearbox sometimes, RIGHT fun as you can have in a road car
Charging cable fouls
The suspension is also different with and then seeing if I can be just as gear lever, decent and that’s why we’re all here, isn’t it?
this version getting meatier springs, slick with my own footwork on JBL audio; roof I’ll report back with the findings next
anti-roll bars and bushings up front, downchanges. What I haven’t yet ‘weave’ a decal over month. Oh, and we’re taking it to the
with stiffer bearings, bushings and accustomed myself to is how long forged carbon strip and the track too. – AE
pillow joints at the back. Then there’s the doors are. Really. They measure
the rubber, which sees the GR’s 1330mm from leading to trailing
unexceptional Dunlop hoops ditched edge, so it’s fairly easy to nudge
in favour of some far preferable into a parking spot and then find it’s PROS 03 THINGS
WE LOVE 03 THINGS
WE RUE
Michelin Pilot Sport 4S tyres. almost impossible to get out. The and 1. Sheer fun 1. Tight squeeze cabin
When we tested the two versions door constitutes 33.3% of the GR’s CONS 2. Ridiculous engine 2. No colour choices
back to back in our May edition, the 3995mm length, making me wonder 3. Feesl tough 3.Dirty rear screen

124 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 STA RT
OF T E RM

Hello

DRIVING THE GR YARIS RALLYE ON

DIRT IS ABOUT AS MUCH FUN AS
YOU CAN HAVE IN A ROAD CAR

d m o t o r o f f i c i a l f m o t o r_ m a g 125
 BACK SECTION. THE GARAGE

Yaris that Enright is running. As

our fearless Editor can attest to,
the seating in the Toyota results
in taller individuals rubbing their
scalps on the roof liner. Not so in the
Focus, with the manually adjustable
MY CUSTODIANSHIP OF MOTOR’s for the time being at least he was seats able to be lowered into the
new long term Ford Focus ST out of sight, out of mind. perfect seating position. Add to
started on a bad foot. When I Helping ease my fear has that the Recaro buckets provide
opened the bonnet to look at the been how delightful the ST is excellent lateral support with ample
engine I had to stop myself from to drive around town. This is cushioning for comfortable daily use.
immediately handing the car back to a proper performance car but The pews are a nice distraction from
Ford. Staring back at me was a fully its domesticated manners are some of the harder plastics that
assembled cobweb strung between remarkable. Unlike its smaller Fiesta proliferate the cabin.
the ‘big block’ 2.3-litre four-cylinder ST sibling which has a suspension There are two things that set
turbo unit and the firewall. I cursed tune that’ll rattle your fillings free BGL 393 apart from the crowd. The
quietly as this confirmed I’ll be on the Hume, the Focus’ adaptive first is its Orange Fury paint (which
sharing the vehicle with a spider. dampers are well calibrated. In I adore) that adds $650 to the
This is a problem for me because Comfort the damping is well-suited TOP $44,890 MSRP. The second is the
I hate spiders. They are demons to Melbourne’s constant tram tracks, Kirby abandons the six-speed manual transmission.
unleashed upon us mere mortal as a speed bumps, and potholes. ST upon sighting of What makes the manual a
unique and cruel form of torture. The biggest highlight of the ST his new co-driver. compelling choice is all the low-
Ford, if you are
The eight-legged bastard must so far has been the seats. The week down torque, with 420Nm of
reading this, we’ll let
have set up shop the moment I prior to picking up the ST I was you know where to twisting power available between
parked the ST in my driveway. But, the temporary custodian of the pick it up from 3000-5000rpm. It means you don’t

126 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 LEFT
New for the Focus
ST is the digital
dash. You can’t
customise the
layout but it looks
slick enough

STA RT
O F T ER M

Hello
have to wring the ST’s neck and
short shifting between gears has you
riding a constant wave of torque.
Ford’s engineers have put effort
into making the manual a preferable
SHORT SHIFTING BETWEEN GEARS
HAS YOU RIDING A CONSTANT
choice for those that use the ST
every day. It’s little things like the
fact the cruise control will stay active
as you shift between gears that
make all the difference. However,
that goodwill is undone somewhat
420NM WAVE OF TORQUE
by the same system’s inability to
hold your requested speed when
battling gravity. On a long but gentle
downward slope the ST added as
much as 10km/h to where I had
set the cruise control before I had ABOVE RIGHT
to intervene and apply the brakes The front seats in
myself. Kinda defeats the purpose of the ST are some
an active cruise control, no? of the best we’ve
encountered in a car
While the ST won’t be fixing my at this price point
arachnophobia any time soon, its
charms have been beguiling enough RIGHT
to allow me to risk being within The optional paint
may not be to
the same capsule as a spider. Next
everyone’s liking,
month we’ll see if my nerves can but we think it’s well
survive a proper drive.- CK suited to the Focus

PROS 03 THINGS
WE LOVE 03 THINGS
WE RUE
and 1. Recaro seats 1. Active cruise
CONS 2. Adaptive dampers 2. Interior plastics
3. Torque for days 3.Spiders

d m o t o r o f f i c i a l f m o t o r_ m a g 127
 BACK SECTION. THE GARAGE

RAPID RESPONSE
G70 takes to the strip and causes a few furrowed brows
THE GENESIS BRAND is built on the generation Phantom. Its interior was activating the Sounds of Nature
➜

pillars of luxury and performance, notable as much for what it lacked program that instantly transports
but what exactly does this mean, – noise, complexity and sources of you to driving amidst deep
and does the G70 hold up its end distraction, notably – as much for TOP rainforest or along a deserted beach
of the bargain? Luxury is a tough what it had. Alloys are a talking or through a crowded cafe…
concept to define. The dictionary Obviously, the Genesis doesn’t point but thankfully Anyway, the G70 does a good
itself states luxury is “a state of great even approach these dizzying easy to clean job of creating that state of great
comfort or elegance, especially when heights, but then nor does it involve ABOVE comfort – you always seem to
involving great expense”. great expense, being cheaper than Dial pack is a big just sink a little lower into those
Too often, manufacturers equate a Phantom by about a factor of step forward from diamond-quilted Nappa leather
luxury with gadgetry, as if stuffing 12. It does subscribe to a similar its Kia Stinger seats – but there are a couple of
cousin
an interior with high-resolution philosophy, though. The G70 has flies in the fancy ointment. The first
screens and the latest technology its fair share of toys – I’ve already RIGHT of which is the same infotainment
conveys an atmosphere of beatific extolled the 3D dials and the fancy Not its natural system as ‘lesser’ Kia models,
calm. No one I know goes to JB Lexicon stereo isn’t too shabby element, but it made specifically the Stinger I just vacated,
decent numbers and
Hi-Fi to chill and relax. This is either – but there’s something but unless you’ve literally hopped
was effortless on
something Rolls-Royce understands about the driving experience that is the long schlep to out of an equivalent Kia product
very well, in particular the previous- instantly relaxing, and that’s without and from Heathcote you’re unlikely to notice.

128 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 ON A MORE SUBJECTIVE
Of more concern is what probably experimentation – following a
seems like nothing, a minor scientific process known as “trying

LEVEL, THE G70 FEELS

annoyance at most, but it constantly it a couple more times” – sees the
gives me the irrits. It’s the fuel filler G70 scooting sharply off the line
release or, rather, the fact that it’s with strong traction, though it
button-operated. Is this because, as
a privileged motoring journalist, I’m
FAST. ITS REAR END loves to squirm its way down the
strip through third and even fourth

SQUIRMINESS IS PART OF
constantly driving other cars, the gear. Nevertheless, the results are
majority of which have the newer, impressive, recording 0-100km/h
more convenient press-release fuel in 4.83sec and a 13.05sec quarter
filler cap? Possibly, but the fact that
I’m still constantly getting out of THAT BUT ALSO THE WAY mile – oh-so-close to a 12! – at
176.79km/h.

THE TORQUE HITS

the G70, futilely pressing its filler On a more subjective level,
cap before sighing and returning to the G70 feels fast. Its rear-end
press the button suggests otherwise. squirminess is part of it, but also the
To be honest it annoyed me in the way the ample mid-range torque
Stinger, too, but it seems even more system but initially I try it the old hits and hits hard. It seems to sound
incongruent with the Genesis’ more fashioned way by selecting Sport, better than its Kia counterpart, too,
upmarket standing. turning off the traction control, with a bit more musicality to it,
Performance, thankfully, is easier loading up the brakes slightly and though it’s still no Ferrari V12. Next
to quantify. The seat of the pants letting it fly. The end result isn’t too month we’ll introduce some corners
says that the G70’s 3.3-litre twin- shabby: 0-100km/h in 5.2sec and into the equation and see if the
turbo V6 is plenty potent, but a a 13.3sec quarter mile at 175-odd G70’s more compact dimensions
recent run in fairly good conditions clicks. Weirdly, disabling ESC and pay dividends in the bends. - SN
at Heathcote provided the activating launch control makes
opportunity to put some data behind things worse, a lengthy pause from
the hypothesis. And if you want to standstill resulting in 0-100km/h in
watch it in action rather than read 5.4sec and a 13.5sec quarter. PROS 03 THINGS
WE LOVE 03 THINGS
WE RUE
about it, then hit up the MOTOR Even more weirdly, the launch and 1. Classy cabin 1. Fuel filler button
YouTube channel. But I digress. control system seems to dust itself CONS 2. It’s quick! 2. Odd launch control
The G70 has a launch control off and sort itself out, as further 3. Design restraint 3. Kia infotainment

d m o t o r o f f i c i a l f m o t o r_ m a g 129
ON THE WRONG FOOT
Stylish icon has a painful sharp edge due to user error
AS MOTOR’S NATIVE state of selfishly still required a lift home. month, us Android users are flat out
Victoria slowly begins on its path I opted for the passenger seat, of luck in the smartphone mirroring
out of the world’s longest lockdown, taking the opportunity for a quick department. Which isn’t fun.
it’s natural for many of us, starting prod around the cabin. Dashtop? Upon arrival at Alastair’s abode,
to emerge back out into the world, Soft-touch plastic. Two central I helped him unload his various
to be a little out of practice in the cupholders, none in the door. camera cases and equipment from
social department. How many of “I don’t think it has Apple the rear of the Mini. Peering into
you, however, have ever fumbled CarPlay” says Alastair, as if to justify the now-empty 731-litres of cargo
that first ‘handshake’ with a car? the presence of the car’s native space, I opted to leave the rear
If you recall last month’s update, infotainment screen. seats down.

➜
Editor Enright was the kind According to the spec sheet, I figured that since it’s a three-
custodian of ‘my’ Mini which, due it does, but as I don’t have an door Mini, and my domestic
to Melbourne’s more stringent iPhone – I can’t confirm. A YouTube BELOW household consists of just myself,
restrictions at the time, arrived at tutorial, however, suggests there is Soon the little Mini my girlfriend Mel and a small dog,
JCW will be released
my doorstep some weeks ago. a checkbox you must tick when you permanent panel van mode is, at
into the hills... and
It was kindly chaperoned by first pair your phone to enable the we can’t wait to see that point, one of the Mini’s leading
photographer Alastair Brook who function. As Andy confirmed last what’s what attractions for me.

130 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 MID-RANGE RESPONSE
nothing but pleasant, and I’ve found was a little more aural payoff on
plenty more attractions since then. overrun or on gear change, some

IS IMPRESSIVE, WITH AN
It’s nailing the X-factor section of pops and bangs certainly wouldn’t
the ownership experience, delivering feel out of character, but some may
a big visual impact thanks to its prefer its honesty.

EFFORTLESSLY RAPID
Island Blue hue, red highlights and Thus far, driving has largely been
various sporty black elements. limited to urban areas near home,

LUNGE FROM 60-80KM/H

There are plenty of details to soak but the hot Mini is making the most
in, from its chunky rear diffuser and menial of errands and essential
central exit exhausts, to its rounded grocery trips feel like an occasion.
wheel spokes harking back to the Living on a major highway, the
1960s-era Minilites. Mini is proving huge fun in zipping
Having bid farewell to our The rorty 2.0-litre turbocharged around my restricted radius.
photographer extraordinaire, key in four-cylinder contributes much to BMW claims 6.1-seconds from
hand, I turned back to the Mini and the JCW’s pugnacious character. 0-100km/h, and while we can’t yet
headed for the driver’s door. Here The BMW-sourced B48 belongs attest to its validity (watch this
comes that handshake. to the same modular family as space), it certainly feels as quick.
The Mini was parked next to a the lovely B58 3.0-litre inline-six, Even more impressive is the mid-
➜

rather high kerb, forcing me to ‘step and delivers 170kW along with a range response, with an effortlessly
down’ one-legged into the cabin. smile-inducing buzzing exhaust rapid lunge from 60-80km/h.
In a moment of clumsiness and, ABOVE note that gets noticeably louder The steering has an inherent
in my defence, unfamiliarity with Central-exiting from 3000rpm. The twin-scroll and welcome weight to it at low
the car, I had unknowingly put my exhaust looks and turbocharger is quick to spool with speeds, but it doesn’t ‘load up’ with
sounds the business
head on a collision course with the giving the JCW an audible induction noise, and the pace and feels light at speed – at
unexpectedly sharp corner of the an extra dose of exhaust delivers the slightest ‘blat’ least in the default driving mode.
side window. loveable character on upshift near redline. I wish there It subsequently feels a little vague
Direct hit. Right in the ear hole. at highway pace and, on faster
I fell into the seat, stunned that sweeping bends, I’ve noticed it
I’d fallen victim to what I thought wandering within the lane, requiring
must’ve been the only pointed PROS 03 THINGS
WE LOVE 03 THINGS
WE RUE correction. Some more seat-time
corner on the whole car. and 1. Looks cool 1. Sharp windows is needed, I think. A trip to the hills
I’m happy to report that my time CONS 2. Makes you grin 2. Basic cabin is high on the agenda, and the Mini
with the Mini JCW since has been 3. Sound on upshift 3. Sound on downshift feels eager to oblige. - AA

d m o t o r o f f i c i a l f m o t o r_ m a g 131
M HOT SOURCE. FAST CAR GUIDE POWERED BY

11 . 2021
400
CARS
Hot Source THE FAST GUIDE TO QUICK CARS

Rated 1 TERRIBLE CRACKING THE CODE

• All performance figures are manufacturer claims, those in italics are as-tested by MOTOR.
11 TOLERABLE • Figures for an automatic variant have an asterisk.
111 NOT BAD • Prices listed are manufacturer RRP, exclusive of on-roads. “DA” denotes driveaway price.
• Italicised fuel consumption figures are those collected on test. Italicised weight figures indicate dry weight.
1111 BRILLIANT • Engines are listed by configuration, capacity and means of induction. For example, I4/1.6T= turbocharged 1.6-litre
11111 BLIMEY inline four. Torque figures made by an engine’s over-boost function are contained in parentheses.
• Red denotes a new addition. Green denotes a model update.

0-100 KM/H

FUEL CONS
RATING
KW/TONNE

COMMENT
KERB KG

0-400M
TESTED

KW/NM
ENGINE

DRIVE
PRICE

Abarth www.fiat.com.au/abarth
595 $26,990 (5m) $28,990 (5s) I4/1.4T 107/206 front 1054 103 7.8 – 6.0 2.5 Abarth entry point comes with a rorty engine note, but barely qualifies as a performance car
595C $29,990 (5m) $31,990 (5s) I4/1.4T 107/206 front 1097 100 7.8 – 6.0 2.0 Stylish and torquey urban runabout struggles for fast-car cred
595 Competizione May 18 $32,950 (5m) $34,950 (5s) I4/1.4T 132/250 front 1045 126 6.7 – 6.0 3.0 Last year’s power hike and price cut welcome, though serious ride/handling issues remain
595C Competizione $36,950 (5m) $38,950 (5s) I4/1.4T 132/250 front 1085 122 6.7 – 6.0 2.5 Monza exhaust is fantastic with the roof down, just avoid the MTA gearbox like the plague

Alfa Romeo www.alfaromeo.com.au

Giulietta Veloce $42,995 (6dc) I4/1.7T 177/340 front 1299 133 6.02* 14.29* 6.8 3.5 Involving handling and impressive pace blighted by poor ride, intrusive ESP and flawed driving position
4C May 15 $89,000 (6dc) I4/1.7T 177/350 rear 1025 173 4.5 – 6.8 3.5 Clever construction and a proper driving event, but we’re suspicious about its ride on Aussie roads
4C Spider Jun 19 $99,000 (6dc) I4/1.7T 177/350 rear 1035 171 4.5 – 6.9 3.5 Carbon monocoque means there’s almost no dynamic penalty – or room to put the roof
Giulia Veloce Sep 17 $71,450 (8a) I4/2.0T 206/400 rear 1429 144 5.71 13.92 6.1 3.5 Impressive road car, but QV looks and fine handling undermined by light steering and unkillable ESP
Giulia Quadrifoglio Jun 21 $138,950 (8a) V6/2.9TT 375/600 rear 1585 246 4.21 12.11 8.2 4.5 Alfa returns to form in style with great engine and brilliant chassis. Just lacks that final few percent
Stelvio Quadrifoglio Sep 21 $149,900 (8a) V6/2.9TT 375/600 all 1830 205 3.79 11.95 17.2 4.0 Like a Giulia SUV, but compromised by extra 245kg unless you must have all-wheel drive

Alpina www.alpinaautomobiles.com.au
(▲$5000) XD3 $119,900 (8a) L6/3.0TTD 261/730 all 2115 123 4.9 – 6.8 4.0 If you’re looking at a BMW X3 M40i but want more comfort and frugality, look this way. Surprisingly good
B3 Sep 21 $142,900 (8a) L6/3.0TT 340/700 all 1860 183 3.8 – 9.9 4.5 Essentially an M3, for M3 money, with added luxury and comfort with a bespoke design
B3 Touring $145,900 (8a) L6/3.0TT 340/700 all 1940 175 3.9 – 9.9 TBC This is Alpina beating BMW to the Touring punch. Watch out Audi, the B3 is gunning for the RS4’s niche
B8 Gran Coupe $322,900 (8a) V8/4.4TT 457/800 all 2100 218 3.4 – 11.9 TBC Sits neatly between the M850i and M8 Gran Coupes from BMW with an big dose of Alpina flair
XB7 $264,900 (8a) V8/4.4TT 457/900 all 2655 172 4.2 – 12.0 TBC Big, brash and outrageously powerful. Enough torque to tow a house – and it’s almost as expensive

Aston Martin www.astonmartin.com

Vantage Sep 18 $299,462 (8a) V8/4.0TT 375/685 rear 1530 245 3.6 – 10.5 4.5 Looks fantastic and pairs beastly AMG V8 with a playful rear-drive chassis
Vantage Roadster Nov 21 $314,512 (8a) V8/4.0TT 375/685 rear 1628 230 3.8 – 11.7 4.0 An even prettier take on the V8 rear-drive British open top sportscar Jaguar no longer makes
DB11 V8 $382,007 (8a) V8/4.0TT 375/675 rear 1760 213 4.0 – 9.9 4.0 Sportiest DB11 benefits from AMG twin-turbo V8 and revised suspension for a sharper drive
DB11 V8 Volante $406,007 (8a) V8/4.0TT 375/675 rear 1870 201 4.1 – 10.0 4.0 V8 only, with the ability to whip the soft-top off in 14 seconds via remote
DB11 V12 $420,219 (8a) V12/5.2TT 470/700 rear – – 3.7 – 11.4 4.5 Many will think that to have an Aston Martin, it needs to be a V12. So here it is
DBS Superleggera Aug 19 $536,412 (8a) V12/5.2TT 533/900 rear 1693 315 3.5 – – 4.0 Drop-dead gorgeous, stunning acceleration, very comfortable, but no 812 Superfast in the corners
DBS Superleggera Vol. $569,712 (8a) V12/5.2TT 533/900 rear 1863 286 3.6 – 14.0 4.0 Even better looking without a roof and arguably the best way to express the Superlegerra recipe
DBX Oct 20 $356,512 (9a) V8/4.0TT 405/700 rear 2245 180 4.5 13.1 4.5 Shifts its monumental weight with ease, but its stunning interior is let down by old infotainment tech

132 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 Research your next new car at whichcar.com.au
ABARTH – BENTLEY

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Audi www.audi.com.au
A1 40 TFSI $46,450 (6dc) I4/2.0T 147/320 front 1260 117 6.5 – 6.0 3.5 A fancier, better-looking alternative to the Polo GTI, only way more expensive

A3 40 TFSI quattro $52,900 (7dc) I4/2.0T 140/320 all 1380 101 6.8 – 6.6 3.0 Quicker than you’d expect, but quattro unnecessary at this power level
(▲$5700) S3 Sportback $69,900 (7dc) I4/2.0T 228/400 all 1530 149 4.8 – 6.6 TBC Under-rated and really quite fun. Finally, we get the full fat 228kW version!
(▲$6600) S3 Sedan $72,400 (7dc) I4/2.0T 228/400 all 1530 149 4.8 – 6.5 TBC Sleek looks, compact size, pokey performance and good value. We’d opt for the hatch, though
S3 Cabriolet $73,400 (7dc) I4/2.0T 213/380 all 1670 128 5.2 – 6.8 3.5 Finally, a good-looking small convertible, but can’t escape the inherent compromises
RS3 Sportback Jul 18 $83,800 (7dc) I5/2.5T 294/480 all 1510 195 4.01 12.18 8.4 4.0 Screaming five-pot RS now back with a particulate filter – and a slightly quiter tone
RS3 Sedan May 17 $86,136 (7dc) I5/2.5T 294/480 all 1515 194 4.1 – 8.4 4.0 The perfect car if you need pace more than space
A4 45 TFSI quattro $70,800 (7dc) I4/2.0T 185/370 all 1510 122 5.8 – 6.3 3.5 Beautiful inside and surprisingly capable, but not a car to raise the heart rate
A4 Avant 45 TFSI $73,300 (7dc) I4/2.0T 185/370 all 1540 120 6.0 – 6.6 3.5 Possibly the most sensible car in this whole section, but who wants to be sensible?
S4 Sep 17 $101,500 (8a) V6/3.0T 260/500 all 1630 159 4.95 13.12 11.02 4.0 A surprise package – subtle looks, cracking engine and (with the sports diff) engaging handling
S4 Avant Apr 17 $104,000 (8a) V6/3.0T 260/500 all 1675 155 4.9 – 7.8 4.0 Arguably even more appealing than the sedan and makes a mockery of the fast-SUV craze
RS4 Avant Feb 19 $150,900 (8a) V6/2.9TT 331/600 all 1790 185 3.87 12.02 8.9 4.0 Buff yet practical body, sledgehammer pace, with a ride subtlety missing from the C63 S Estate
A5 45 TFSI Coupe $81,100 (7dc) I4/2.0T 185/370 all 1500 123 5.8 – 6.5 3.5 Crisp looks and deceptively quick, but expensive when the A4 does the same thing (with less style)
A5 45 TFSI Sportback $81,100 (7dc) I4/2.0T 185/370 all 1535 121 6.0 – 6.5 3.5 More versatile and better looking than A4 sedan – more expensive and cramped than A4 Avant
A5 45 TFSI Cabriolet $94,600 (7dc) I4/2.0T 185/370 all 1710 108 6.3 – 6.7 3.5 Big price and weight hike over the coupe but cures most of the previous car’s ills
S5 Coupe May 17 $108,700 (8a) V6/3.0T 260/500 all 1615 161 4.7 – 7.5 4.0 Creamy turbo V6 blends luxury and dynamics. Optional Sport diff a must-have
S5 Sportback July 17 $108,700 (8a) V6/3.0T 260/500 all 1660 157 4.7 – 7.5 4.0 Coupe with back doors and space for three in the rear ... or you could just buy the roomier S4 Avant
S5 Cabriolet Dec 17 $122,200 (8a) V6/3.0T 260/500 all 1840 141 5.1 – 7.9 3.5 Stronger, swifter than old S5 Cabriolet with not much to moan about apart from weight increase
RS5 Oct 18 $153,900 (8a) V6/2.9TT 331/600 all 1730 191 3.96 12.04 8.8 4.0 If you can get over the lack of an atmo V8 (which is tough to do), you’ll find a more rounded, capable car
RS5 Sportback Nov 21 $153,900 (8a) V6/2.9TT 331/600 all 1840 180 3.70 11.90 – 4.0 Same cost as coupe, but with extra (pillarless) doors. We’d still have an RS4 Avant
A6 55 TFSI $118,900 (7dc) V6/3.0T 250/500 all 1835 136 5.2 – 7.0 4.0 The cheapest ticket into Audi’s vastly improved MLB-based handling package. Looks good too
S6 Jul 20 $153,000 (8a) V6/2.9TTS 331/750 all 1910 173 4.38 – 8.4 3.5 Easily carries four in plush comfort but fails to feel truly sporting when it counts
RS6 Avant Feb 21 $221,400 (8a) V8/4.0TT 446/800 all 2075 212 3.6 – 12.0 4.5 Don’t let the ‘mild-hybrid’ talk fool you, this is still a gloriously turbocharged supercar-eating wagon
A7 Sportback 55 TFSI $135,600 (7dc) V6/3.0T 250/500 all 1890 132 5.2 – 7.1 4.0 Superb engine and technology poached from new-gen A8 ... for $63K less
S7 Oct 20 $162,500 (8a) V6/2.9TTS 331/750 all 1910 173 TBC –
4.6 8.4 3.5 Injects welcome visual aggro into the S6’s mix rather than a new personality
RS7 Sportback $229,400 (8a) V8/4.0TT 446/800 all 2075 212 3.6 – 12.0 TBC The swooping version of the RS6 is set to be just as exhilarating
A8 55 TFSI Apr 19 $193,872 (8a) V6/3.0T 250/500 all 1995 125 5.6 – 8.2 4.0 Faster and almost as efficient as old-gen diesel V8. New chassis sparkles, only slightly remote
A8 L 55 TFSI $208,472 (8a) V6/3.0T 250/500 all 2315 108 5.7 – 8.2 4.0 An A8 with even more legroom and (optional) rear-seat foot massage. We’re serious...
S8 $259,877 (8a) V8/4.0TT 420/800 all 2230 188 3.8 – 11.4 TBC Audi’s executive express bulks up with RS-worthy grunt from its twin turbo V8
TT 45 TFSI quattro $82,400 (7dc) I4/2.0T 169/370 all 1365 124 5.2 – 6.6 3.5 New, simplified TT range kicks off with a seven-speed all-wheel drive variant
TT S Ann 19 $101,200 (7dc) I4/2.0T 210/380 all 1385 152 4.7 – 7.0 3.5 Extremely quick, great interior and involving handling ruined by spine-crushing ride
TT RS $137,900 (7dc) I5/2.5T 294/480 all 1450 203 3.7 – 8.0 4.0 Its recent refresh may be light on changes but it thankfully leaves its enchanting straight-five alone
SQ2 $65,300 (7dc) I4/2.0T 221/400 all 1585 139 4.9 – 7.0 TBC Essentially an S3 on stilts, it will be up against stiff competition from its German rivals BMW and Merc
RS Q3 Apr 21 $92,900 (7dc) I5/2.5T 294/480 all 1790 171 4.5 – 8.8 4.0 Drives much like an RS3 on stilts, but we’ll reserve judgement for when we drive it on-road
RS Q3 Sportback $95,900 (7dc) I5/2.5T 294/480 all 1775 171 4.5 – 8.8 4.0 Sounds like half an R8 V10 and looks like a baby Lamborghini Urus, but is a bit too heavy and high
SQ5 TDI $106,500 (8a) V6/3.0TD 251/700 all 1980 129 5.1 – 6.8 4.0 Diesel grunt takes the SQ5 back to its roots before an all-new generation arrives
SQ5 TDI Sportback $110,900 (8a) V6/3.0TD 251/700 all 1980 129 5.1 – 6.8 4.0 It’s an SQ5, just with a swoopy roofline. No extra performance, so it’s all about the coupe-SUV style
Q8 55 TFSI $131,000 (8a) V6/3.0T 250/500 all 2265 111 5.9 – 9.2 4.0 Not as quick as SQ7, but petrol-turbo V6 is sweeter. Five-seat cabin is as slick as exterior design
SQ7 TDI Feb 17 $162,377 (8a) V8/4.0TTD 320/900 all 2320 137 4.8 – 7.6 4.0 High-tech seven-seater every bit as good as the Bentayga for half the price
SQ8 $166,377 (8a) V8/4.0TTD 320/900 all 2365 135 4.8 – 7.8 4.0 The SQ7’s package wrapped in a sexier dress; we can’t wait to drive one
RS Q8 May 21 $213,900 (8a) V8/4.0TT 441/800 all 2315 191 3.8 – 12.1 TBC Promising specs on Audi’s Nurburgring record-lap holder target AMG’s new GLE 63 S Coupe
R8 V10 RWD $294,877 (7dc) V10/5.2 397/540 rear 1595 249 3.7 – 12.9 TBC The bargain choice among the new R8 range still offers plenty of pukka supercar for the money
R8 V10 Performance Feb 21 $394,877 (7dc) V10/5.2 449/560 rear 1595 282 3.2 – 13.4 TBC Offers organ squeezing acceleration but you’ll miss the front-end (and rear-end!) of the RWD
R8 Spyder V10 RWD $316,377 (7dc) V10/5.2 397/540 r ear 1695 234 3.8 – 13.1 TBC A bit soggier than the coupe but a minimal cost against the added V10 volume
R8 Spyder V10 Performance $416,377 (7dc) V10/5.2 449/560 rear 1695 265 3.3 – 13.4 TBC For the ulimate flex on Hollywood Boulevard; it’s bleeping fast

Bentley www.bentleymotors.com
Continental GT V8 Apr 21 $400,900 (8dc) V8/4.0TT 404/770 all 2165 187 4.0 – 11.2 4.0 Fresh Panamera-based V8 Continental handles crisply and still bellows nicely
Continental GT V8 Convertible $441,300 (8dc) V8/4.0TT 404/770 all 2335 173 4.1 – 11.4 3.5 Tanning-booth opulence makes the drop-top the better cruiser, but cops a 170kg (!) weight penalty
Continental GT Feb 18 $422,600 (8dc) W12/6.0TT 467/900 all 2244 208 3.7 – 12.2 4.0 It took 15 years to get an all-new coupe, with proper pace and physics-defying dynamics
Continental GT Conv. $473,900 (8dc) W12/6.0TT 467/900 all 2414 193 3.8 – 12.4 4.0 Brutal W12 makes a lot more sense in this open-air cinema on wheels
Flying Spur V8 $378,197 (8a) V8/4.0TT 373/660 all 2342 159 5.2 – 10.9 3.5 British alternative to an S63 AMG feeling its age and not long for this world
Flying Spur W12 $469,000 (8dc) W12/6.0TT 467/900 all 2437 191 4.6 – 14.8 TBC Still a wafting beast but invites a front seat drive more than ever before
Mulsanne $662,858 (8a) V8/6.75TT 377/1020 rear 2610 150 5.3 – 16.9 3.0 Opulent old-school Bentley is surprisingly dynamic, yet fearsomely expensive and thirsty
Mulsanne Speed $733,387 (8a) V8/6.75TT 395/1100 rear 2610 151 4.8 – 14.6 3.0 The torquiest car on sale in Oz. For those to whom money is no object
Bentayga V8 Jun 21 $364,800 (8a) V8/4.0TT 404/770 all 2395 169 4.5 – 11.4 4.0 Sweet V8 soundtrack makes the ‘entry-level’ Bentayga arguably the most appealing

d m o t o r o f f i c i a l f m o t o r_ m a g 133
 POWERED BY

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Bentayga V8 Diesel $335,000 (8a) V8/4.0TTD 320/900 all 2499 128 4.8 – 8.0 4.0 Bentley buyers don’t shop in Audi showrooms, but the SQ7 is the better choice
Bentayga W12 Nov 16 $427,300 (8a) W12/6.0TT 447/900 all 2440 183 4.1 – 13.1 4.0 For those who have to have the ultimate SUV, there’s now the Rolls-Royce Cullinan to consider

BMW www.bmw.com.au
128ti Ann 20 $56,900 (8a) I4/2.0T 180/380 front 1445 125 6.3 – 6.1 4.0 A direct rival to the Volkswagen Golf GTI. Cutting drive to the rear solves some of the M135i’s ills
M135i xDrive Pure $65,990 (8a) I4/2.0T 225/450 all 1525 148 4.8 – 7.1 3.5 Pure option bids farewell to high-spec items like LED lights as well as $5K from its price
M135i xDrive Dec 19 $70,990 (8a) I4/2.0T 225/450 all 1525 148 4.8 – 7.1 3.5 Fine up to seven tenths but can unravel beyond; practical and effective; RIP M140i
M235i GC xDrive Pure $70,990 (8a) I4/2.0T 225/450 all 1570 148 4.8 – 7.1 3.5 New Pure version offers the M235i xDrive’s four-door coupe looks for the M135i hatch’s money
M235i GC xDrive $75,990 (8a) I4/2.0T 225/450 all 1570 148 4.8 – 7.1 3.5 All-wheel drive 2 Series offers a grippier, roomier alternative to the M240i that we didn’t really ask for
M240i $89,900(8a) I6/3.0T 275/500 all 1690 163 4.3 – 8.1 TBC Rear-drive makes way for all-wheel drive – promises to be seriously quick
M2 CS Mar 21 $139,900 (6m) $147,400 (7dc) I6/3.0TT 331/550 rear 1575 210 4.0 – – 4.5 Sharper, sweeter and now even more comfortable with adaptive dampers, but $32K over an M2 is a lot
330i Aug 19 $79,900 (6m/8a) I4/2.0T 190/400 rear 1470 126 5.9 – 5.7 4.0 If you had to recommend a car to suit absolutely everyone, this would be high on the list
330i Touring $83,900 (6m/8a) I4/2.0T 185/350 rear 1540 120 6.0 – 6.1 4.0 The above with added practicality and style (and weight)
M340i xDrive Jan 20 $111,900 (8a) I6/3.0T 285/500 all 1730 159 4.07 12.26 7.5 4.0 BMW plugs the gap between 3 Series and M3 with a capable, fast, semi high-performance sedan
M3 $144,900 (6m) I6/3.0TT 353/550 rear 1705 207 4.2 – – 4.5 We thought only the M4 was getting ‘that’ grille. We were wrong. Rear-drive-only at launch
M3 Competition Apr 21 $154,900 (8a) I6/3.0TT 375/650 rear 1730 217 3.9 – – 4.5 Competition gains full-fat S58 power output, paired with eight-speed auto and rear-wheel drive
M3 Competition xDrive $160,900 (8a) I6/3.0TT 375/650 all 1855 217 3.9 – – TBC Despite the added weight, the all-wheel-drive M3 takes its 0-100km/h time down to M5 figures
430i $92,900 (8a) I4/2.0T 190/400 rear 1545 123 5.8 – 5.9 4.0 BMW’s controversial looker promises more familiar performances
M440i xDrive Jan 21 $118,900 (8a) I6/3.0T 285/500 all 1730 159 4.5 – 6.9 4.0 The M340i’s feral performance gets a face to match
M4 $149,900 (6m) I6/3.0TT 353/550 rear 1700 207 4.2 – – 4.5 Two-door M3 gains controversial grille... but the driving experience will be up to M standards
M4 Competition May 21 149,900 (8a) I6/3.0TT 375/650 rear 1725 217 3.9 – – 4.5 Watch out AMG, the M Division has been busy. Kerb weight increases and AWD is yet to land Down Under
M4 Competition xDrive 165,900 (8a) I6/3.0TT 375/650 all 1850 203 3.9 – – TBC BMW’s go-fast coupe gains extra traction to better harness all the power. Is it the M4 to have?
M440i xDrive Gran Coupe $115,900 (8a) I6/3.0T 285/500 all 1825 156 4.7 – 6.9 TBC If you want a sedan with coupe styling (and lots of grunt), BMW has you covered
M440i xDrive Convertible $135,900 (8a) I6/3.0T 285/500 all 1965 145 4.9 – – TBC Extra weight dulls performance over its two-door coupe sibling
M550i xDrive Pure Aug 20 $137,900 (8a) V8/4.4TT 390/750 all 1810 215 3.62 – 8.9 4.0 Baby M badge brings serious torque, active diff and adaptive dampers, all for a bargain price
M550i xDrive $152,900 (8a) V8/4.4TT 390/750 all 1915 204 3.8 – 8.9 4.0 Full-fruit version adds laser headlights and luxury, along with active roll bars and rear-wheel steering
M5 Competition Feb 19 $244,900 (8a) V8/4.4TT 460/750 all 1895 243 3.78 11.53 10.6 4.5 Less weight would have been preferable to more power, but 3.3sec 0-100km/h is silly fast
M5 CS $274,900 (8a) V8/4.4TT 467/750 all 1825 256 3.0 – – TBC Does the M5 need a ‘Club Sport’ version? Either way it’s endowed with BMW’s highest output engine ever
740i $199,900 (8a) I6/3.0T 250/450 rear – – – – – 4.0 Has all the bells and whistles yet somehow lacks the luxury vibe of the S-Class
750i xDrive $277,900 (8a) V8/4.4TT 390/750 all 1965 198 4.0 – 9.5 4.0 A fair chunk of the V12’s performance for a lot less
M760Li xDrive $373,900 (8a) V12/6.6TT 430/850 all 2220 194 3.9 – 12.5 3.5 Top-dog limousine heroically fast and surprisingly dynamic, but what’s the point?
M850i Gran Coupe Feb 21 $277,900 (8a) V8/4.4TT 390/750 all 1995 196 3.9 – 9.9 4.0 Four doors on BMW’s new blistering GT doesn’t spoil its sleek looks. Will report back when we drive one
M850i Jul 19 $280,900 (8a) V8/4.4TT 390/750 all 1890 206 3.7 – 9.8 4.0 New 6-Series replacement makes serious strides forward for the brand
M850i Convertible $289,900 (8a) V8/4.4TT 390/750 all 2015 194 3.9 – 10.6 4.0 Easier access to the retuned V8’s great new soundtrack
M8 Competition Dec 19 $357,900 (8a) V8/4.4TT 460/750 all 1885 244 3.2 – 10.6 4.0 Monstrous luxury coupe is blisteringly quick, but still no 911 Turbo beater
M8 Competition Gran Coupe $354,900 (8a) V8/4.4TT 460/750 all 1980 232 3.58 – 10.6 4.0 Extra doors add practicality and strengthen the M8’s GT credentials for $3K less, but you can feel its flab
Z4 sDrive 20i M Sport $88,900 (8a/6m) I4/2.0T 140/320 rear 1405 100 6.6 – 6.8 4.0 Manual transmission set to make the ‘slow one’ a more involving experience
Z4 sDrive 30i M Sport $109,900 (8a) I4/2.0T 190/400 rear 1415 134 5.4 – 6.1 4.0 High-output turbo four and a light rear-drive chassis is good on paper, but the six is much faster in reality
Z4 M40i $129,900 (8a) I6/3.0T 285/500 rear 1535 163 4.1 – 6.3 4.5 More grown-up BMW roadster (now with Toyota links) can genuinely fight the Porsche Boxster
X2 M35i $73,900 (8a) I4/2.0T 225/450 all 1610 140 4.9 – 7.4 3.5 Mini-based all-paw small SUV with ‘M’ treatment a brave new world for compact BMWs
X3 M40i $115,900 (8a) I6/3.0T 265/500 all 1810 146 4.8 – 8.9 4.0 Superb performance takes it right to Mercedes-AMG GLC43 (if not GLC63)
X3 M Competition Jan 20 $160,900 (8a) I6/3.0TT 375/600 all 1970 190 4.11 12.10 – 4.0 Our first taste of next M3/M4’s S58 turbo inline-six
X4 M40i Jan 19 $121,900 (8a) I6/3.0T 265/500 all 1825 145 4.8 – 9.0 4.0 Hefty $10K premium over an X3 M40i with a slanted roof. Wouldn’t you prefer an Audi S4 Avant?
X4 M Competition $167,900 (8a) I6/3.0TT 375/600 all 1970 190 4.1 – – 4.0 Like the X3 M Competition, but with a slicked-back roofline
X5 M50i $157,900 (8a) V8/4.4TT 390/750 all 2250 129 4.3 – 11.5 3.5 Monster engine, plenty of space and decent looks define the new M50i
X5 M Competition $212,900 (8a) V8/4.4TT 460/750 all 2310 199 3.8 – 13.0 4.0 Dynamic talent beggars belief for a 2.3-tonne ‘off-roader’ that’ll never leave sealed surfaces
X6 M50i $163,900 (8a) V8/4.4TT 390/750 all 2345 166 4.3 – 10.5 4.0 Does a glowing grille make the SUV-cum-SUV body style ‘cool’? Capable, tuneful and dynamically capable
X6 M Competition $218,900 (8a) V8/4.4TT 460/750 all 2295 200 3.8 – 13.0 4.0 Basically the same as the X5 M, but with less rear boot space and headroom. Bonkers fast
X7 M50i $181,900 (8a) V8/4.4TT 390/750 all 2480 157 4.7 – 11.6 3.5 Behind the huge kidney grille is a lovely V8 twin turbo beast, but it tips the scales at two and a half tonnes

Caterham www.caterhamcars.com.au
Seven 275 Sep 17 $73,700 (5m) I4/1.6 100/160 rear 590 170 6.53 14.8 6.2 3.0 Entry-level Caterham is great fun to steer. It’s an emotional purchase for the cash – there’s quicker
Seven 485 S $114,000 (6m) I4/2.0 177/206 rear 675 262 4.5 – 7.7 3.5 The proper, full-fruit, no-electronics Caterham experience. Just be prepared to pay for it
Seven CSR $115,000 (6m) I4/2.0 177/206 rear 700 253 4.5 – 7.7 4.0 A truly special driving experience, but it’s 718 Boxster money for a car without a proper roof...

Ferrari www.ferrari.com.au
Portofino M Sep 21 $398,888 (8dc) V8/3.9TT 456/760 rear 1664 274 3.5 – – 4.5 Adding the M to the Portofino means that it is now nothing like a ‘base model’ Ferrari

134 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 Research your next new car at whichcar.com.au
BENTLEY – HYUNDAI

0-100 KM/H

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Roma Jul 21 $409,888 (8dc) V8/3.9TT 462/760 rear 1570 294 3.4 – 11.2 4.5 Quite a bit more than a ‘Portifino M Coupe’, but also quite hardcore
F8 Tributo Nov 19 $484,888 (7dc) V8/3.9TT 530/770 rear 1435 369 2.9 – 12.9 5.0 Ferrari’s mid-engine V8 staple now so fast your brain might not be able to keep up
F8 Tributo Spider $536,888 (7dc) V8/3.9TT 530/770 rear 1505 352 2.9 – 12.9 5.0 Same as above, just with open-air access to the twin-turbo V8
812 Superfast Oct 18 $610,000 (7dc) V12/6.5 588/718 rear 1630 357 2.9 – 14.9 5.0 F12 successor wraps possibly world’s greatest engine in a prettier body for less money
812 GTS Dec 19 $689,500 (7dc) V12/6.5 588/718 rear 1705 345 2.9 – – 5.0 It’s $65K more expensive, but that’s the price to hear one of the best engines around sans-roof
SF90 Stradale $846,888 (8dc) V8/4.0TTE 574/800 all 1570 360 2.5 – – 5.0 Ferrari’s mid-engine products reach new levels of traction with a three-motor hybrid setup

Ford www.ford.com.au
Fiesta ST Feb 21 $32,290 (6m) I3/1.5T 147/290 front 1217 115 6.5 – 6.0 4.5 Mini performance hero is reportedly everything we hoped for but we have to wait until 2020 to drive one
(▲$1500) Focus ST-Line $30,990 (8a) I3/1.5T 134/240 front 1369 98 8.3 – 5.5 3.5 Focus makes an attempt at reclaiming warm-hatch royalty, but with three pots and no manual
Focus ST Aug 20 $44,890 (7a/6m) I4/2.3T 206/420 front 1508 137 5.6 – 7.9 4.5 More liveable, still incredibly capable and better poised to fight the Golf GTI than ever
Mustang 2.3L HP Jul 19 $51,490 (6m) $54,490 (10a) I4/2.3T 236/448 rear 1716 138 6.0 – 8.5 3.5 Don’t sneer, the four-pot Mustang is a great steer, but a Mustang without a V8 just isn’t quite right
Mustang 2.3L HP Conv. Apr 19 $60,790 (10a) I4/2.3T 236/448 rear 1765 127 – – 9.5 3.5 Great value for a head-turning convertible. Just don’t call it a muscle car
Mustang GT Jul 19 $63,690 (6m) $66,690 (10a) V8/5.0 339/556 rear 1732 196 4.53* 12.49* 13.0 4.0 With hugely improved steering and suspension, it’s what ‘Stang should have been from the start
Mustang GT Conv. $74,901 (10a) V8/5.0 339/556 rear 1802 188 – – 12.7 3.5 Copped the power and torque hike, but even more of a price rise. Go the GT coupe
Mustang Mach 1 Jun 21 $83,241 (6m/10a) V8/5.0 345/556 rear 1732 199 – – 13.9 4.0 With only 700 units slated for Australia, you better get in quick for the ultimate atmo ’Stang

Genesis www.genesis-motors.com.au
G70 Sport $75,876 (8a) V6/3.3TT 272/510 rear 1719 158 4.7 13.3 10.2 4.0 Brawny compact sedan delivers benchmark ride quality but falls short on the finer things
G80 $99,776 (8a) V6/3.5TT 279/530 all 2023 138 5.1 – 10.7 TBC Grunty twin-turbo V6 with all-wheel-drive traction – but it weighs more than two tonne

Hyundai www.hyundai.com.au
i20 N Jun 21 $32,490 (6m) I4/1.6T 150/275 front 1190 126 6.7 – – TBC Watch out Ford Fiesta ST, this feisty Hyundai is out for blood. And it’s got the goods to do it
i30 N Line $29,420 (6m) $31,420 (7dc) I4/1.6T 150/265 front 1315 114 – – 7.5 3.5 SR-replacing N Line is still a terrific warm hatch with a punchy engine and good dynamics

CHART ATTACK NEW PERFORMANCE CAR SALES UPDATE

SLIDE RECOVERY
Sports car market bounces back
AFTER CONSECUTIVE months in decline, as much of
Australia’s east coast became embroiled in a rapidly
changing Covid-19 climate following the new fiscal year, the
sports car market is recovering.
After falling from 1215 units at the financial year’s
end, to 649 in July and 525 in August, the latest figures
for September display a bouncing back of the sports car
market, posting 783 new registrations across the nation.
In the previous month, we observed the usually durable
sub $80k segment retreat to just 229 units, shrinking
smaller than the mid-range $80k<$200k bracket for the
first time in recent memory. The latest figures show 355 PIPING
affordable new sports cars registered, an almost 70%
improvement on last month’s tally, as we round out Q1 of
HOT
PORSCHE CAYMAN
the 2021/2022 fiscal year. It was a bumper month for
The Ford Mustang returns to the top spot, with 215 the Porsche Cayman, with 25
ponies finding new homes, and accounting for just over new cars registered around
60% of the segment share. A strong recovery from the the country last month.
prior month’s third place position, at 21.5% segment share That’s up 92% from the 13
cars put onto the road in
and just 45 units. August, and up 257% from
Both other sports car sectors posted growth, the the 7 cars registered across
top-end $200k+ only slightly, however, with a 5% unit the month of July. In fact,
increase (95 to 100 new registrations) month-on-month. last month’s tally is still 47%
improved from EOFY.
Buyer confidence returned to the mid-range $80k<$200k
segment in larger effect, growing by 48%, from 221 units
over August to 328 units throughout September.
The German mid-sized mainstays, the BMW 4 Series and
Mercedes-Benz C-Class, continue their jostle for the prime
volume spot as the new calendar year looms. Momentum
continues to swing in the newer 4 Series’ favour, as its
overall segment share remains at 32% while the C-Class
continues to give ground, now at 23% (from 25% in
August). The new C-Class is on its way, though.- AA
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i30 N Line Sedan $30,690 (6m) $30,690 (7dc) I4/1.6T 150/265 front 1310 114 – – 7.5 3.5 Essentially an Elantra with a new name, the booted i30 gains radical new styling with proven powertrain
i30 N Performance Feb 19 $44,500 (6m) I4/2.0T 206/392 front 1447 142 6.24 14.26 8.5 4.5 Finessed, flavoursome and qick. A sweet blend of virtues for the price – now with more power
i30 N Performance Oct 21 $47,500 (8dc) I4/2.0T 206/392 front 1480 139 5.4 – 8.5 TBC For the first time the i30 N gains an automatic option (and it’a DCT), which should boost sales
i30 Fastback N Performance Mar 20 $42,910(6m) I4/2.0T 206/392 front 1441 140 6.22 14.28 8.0 4.0 Broadens the i30 N tasting, which is great, but adds weight to a hot hatch that needs to lose some
Sonata N Line Aug 21 $50,990 (8dc) I4/2.5T 213/422 front 1623 131 – – 8.1 3.5 Eye-catching design with a powerful four-pot and eight-speed dual-clutch ’box – an interesting recipe
Kona N Sep 21 $47,500 (8dc) I4/2.0T 213/392 front 1510 141 5.5 – – TBC An SUV with grunt and a track warranty. Okay Hyundai, consider us curious to see what it’s all about

Jaguar www.jaguar.com.au
XE P300 R-Dynamic HSE $72,391 (8a) I4/2.0T 221/400 rear 1558 142 5.9 – 6.9 3.5 Pairs lovely ride and handling with smooth steering, just don’t look at the options list
XF P300 HSE AWD R-Dynamic $102,500 (8a) I4/2.0T 221/400 all 1744 127 6.1 – 7.1 3.5 Scores 221kW four-pot with lovely steering and ride quality, now adds all-wheel-drive traction
F-Type P300 R-Dynamic Coupe $127,942 (8a) I4/2.0T 221/400 rear 1525 145 5.7 – 7.2 3.5 New four-pot sheds weight and sounds a lot better than you’d expect, but the options list is a minefield
F-Type P380 R-Dynamic Coupe May 21 $174,642 (8a) V6/3.0S 280/460 rear 1594 176 4.9 – 8.6 3.5 Extra grunt and LSD makes it a sharper package, but more noise than actual pace
F-Type R Coupe $264,842 (8a) V8/5.0S 423/700 all 1730 234 3.7 – 11.3 4.0 Brutally quick and a great drive, with stunning looks and soundtrack to match. We miss the rear-driver
F-Type P300 R-Dynamic Conv. $146,642 (8a) I4/2.0T 221/400 rear 1545 143 5.7 – 7.2 3.5 Takes the fight to the new Boxster flat-four, but is four cylinders enough for this cool cat?
F-Type P380 R-Dynamic Conv. $193,342 (8a) V6/3.0S 280/460 rear 1597 157 5.3 – 8.4 3.5 Throaty V6 snarl perfect for four-pot snobs. Extra weight means it’s only marginally faster
F-Pace SE P400 $110,950 (8a) I6/3.0TS 294/550 all 2008 146 5.4 – – TBC New mild-hybrid straight six promises silken engine response
F-Pace SVR Jan 20 $142,300 (8a) V8/5.0S 404/680 all 2070 195 4.21 12.20 11.9 4.0 Superb V8 for not a lot more than XF Sportbrake, it’s no wonder people buy SUVs
I-Pace HSE EV400 May 19 $151,432 (1a) Dual EM 294/696 all 2133 138 4.8 – – 4.0 Sexier than a Tesla Model X, with price and performance to match an Audi S4 Avant

Jeep www.jeep.com.au
Grand Cherokee S Limited $72,950 (8a) V8/5.7 259/520 all 2302 113 – – 13.0 3.0 SRT-lite Grand Cherokee thunders with Hemi V8, but might struggle to get all that weight moving
Grand Cherokee SRT $96,450 (8a) V8/6.4 344/624 all 2289 150 4.9 – 14.0 3.5 Stonking engine is finally mated to an eight-speed auto; not the bargain it once was, though
Grand Cherokee Trackhawk Aug 18 $140,450 (8a) V8/6.2S 522/868 all 2399 218 3.70 11.80 16.8 4.0 Cheapest way to the 500kW club, though you’ll spend the rest on fuel bills

PIPELINE HOT STUFF COMING SOON

Note: all timings are a American supercar set for Oz Audi RS e-tron Mercedes-Benz C-Class
guide only given disruptions Land Rover Defender Audi’s version of the Taycan C63e to be a hybrid four
related to COVID-19. Supercharged V8... yes please! Aston Martin Vantage F1 ed. Mercedes-Benz SL
Maserati MC20 Bentley Conti GT Speed Nissan 400Z
H2 2021 Twin-turbo V6 promises BMW M2 Turbo slice of old-school cool
Audi S3 supercar levels of pace BMW M3 Touring Porsche 911 Carrera GTS
Alfa Romeo Giulia GTAm Porsche 911 GT3/Touring Who can resist a fast wagon? Do you need any more 911?
A winged, 397kW super sedan Porsche Taycan Cross T Cupra Leon Subaru WRX
Alpina B8 Gran Coupe Subaru BRZ Hot Seat by another name Much needed next generation
Mega twin-turbo V8 grunt No turbo, but 2.4-litre Boxer Cupra Formentor Toyota GR 86
Alpina XD3 promises more power/torque Cupra Ateca Bigger boxer, increased fight
Diesel alternative to X3 M40i Tesla Model S Plaid Hyundai i30 Sedan N Volkswagen Golf R
Bentley Bentayga Speed Crazy, ridiculously fast Lotus Emira Hatch/wagon coming to Oz
BMW M5 CS The final ICE-powered Lotus Volvo S60 T8 Polestar-tuned
M5 gains Club Sport treatment 2022 McLaren Sport Series Hybrid-assisted performance
Chevrolet C8 Corvette Audi RS3 Mercedes-AMG Project One Volvo V60 T8 Polestar-tuned

136 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 Research your next new car at whichcar.com.au
HYUNDAI – MASERATI

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Kia www.kia.com.au
Rio GT-Line $24,990 (7dc) I3/1.0T 88/172 front 1176 75 – – 5.4 3.5 New turbo triple is a refreshing change from old 1.4-litre atmo, but still fails to inspire

Cerato GT Jul 19 $35,290 (7dc) I4/1.6T 150/265 front 1370 110 – – 6.8 3.5 Polished dynamics and turbo grunt, but ride is firm and engine sounds strained. First to gain new design

(▲$200) Stinger 200S Sep 21 $50,250 (8a) I4/2.0T 182/353 rear 1693 108 6.0 – 8.8 3.0 Alluring entry price for Korean Falcon EcoBoost, but why wouldn’t you extend to the twin-turbo V6?

(▲$200) Stinger GT-Line $57,930 (8a) I4/2.0T 182/353 rear 1693 108 6.0 – 8.8 3.5 Four-pot pick thanks to adaptive suspension and premo cabin. Misses out on an LSD and Brembos

(▲$200) Stinger 330S Jul 18 $54,030 (8a) V6/3.3TT 274/510 rear 1780 154 5.07 13.26 10.2 3.5 Every V6 scores Brembos and LSD. The steering needs work and it isn’t all that polished
(▲$200) Stinger GT Feb 18 $63,960 (8a) V6/3.3TT 274/510 rear 1780 154 4.82 13.01 10.4 4.0 Adaptive suspension adds much-needed support to the chassis. Update adds 2kW to overall output

KTM www.simplysportscars.com
X-Bow R May 16 $169,990 (6m) I4/2.0T 220/420 rear 790 279 3.9 – 8.7 4.5 Literally face-peeling performance in a package that’s not exactly a pragmatic choice

X-Bow GT $189,990 (6m) I4/2.0T 220/420 rear 847 260 4.1 – 8.7 4.5 It adds a windscreen, but is still about as ‘GT’ as a turbocharged skateboard

Lamborghini www.lamborghini.com
Urus Apr 19 $390,000 (8a) V8/4.0TT 478/850 all 2200 217 3.6 12.8 12.7 4.0 Modern-day LM002 guaranteed to frighten the other parents on the school run

Huracan LP580-2 Jan 17 $378,900 (7dc) V10/5.2 427/540 rear 1389 307 3.55 11.25 14.3 4.5 More involving and playful than the LP610-4, but it still feels like it needs to be let off the leash

Huracan LP580-2 Spyder $429,000 (7dc) V10/5.2 427/540 rear 1509 283 3.6 – 14.5 4.5 The cheapest way to let that soaring V10 soundtrack into the cabin

Huracan LP610-4 Spyder Sep 16 $470,800 (7dc) V10/5.2 449/560 all 1542 291 3.4 – 14.6 4.5 Ultimate extrovert’s car with a fab noise. Ultimately it isn’t the purist’s choice given its heft

Huracan Evo Jan 20 $459,000 (7dc) V10/5.2 470/600 all 1422 331 2.9 – 13.9 4.5 More power, aero and handling ... has the ‘Baby Lambo’ just become the Raging Bull of choice?

Huracan STO $596,000 (7dc) V10/5.2 470/565 all 1339 351 3.0 – 13.7 TBC More hardcore and track-focused than the Performante with extensive aerodynamic addenda

Aventador S May 17 $788,914 (7s) V12/6.5 544/690 all 1575 346 2.9 – 16.9 4.0 S brings worthwhile upgrades to agility, brakes and ride, but gearbox remains a bugbear

Aventador S Roadster $825,530 (7s) V12/6.5 544/690 all 1625 335 3.0 – 16.9 4.0 Will make you feel a million bucks, which is just as well as that’s basically what it costs

Aventador SVJ $949,640 (7s) V12/6.5 566/720 all 1525 371 2.8 – – 4.5 Hard to tame, but epic potency and amazing soundtrack worth the challenge (and then some)

Lexus www.lexus.com.au
LS500 F Sport Aug 18 $195,830 (10a) V6/3.5TT 310/600 rear 2240 138 5.0 – 9.5 3.5 New turbo-torque king also drinks much less than LC’s V8, but when will LC get it?
LS500h F Sport Aug 18 $195,325 (4a) V6/3.5E 264/350 rear 2280 116 5.4 – 6.6 3.5 Prime efficiency, but a dreary power-to-weight ratio that barely matches a base RC
LC500 May 21 $194,270 (10a) V8/5.0 351/540 rear 1935 182 5.18 13.23 11.6 4.0 Concept-car looks, atmo V8 and lovely steering, but she’s a bit hefty. Still feels nimble and sounds great
LC500h Oct 17 $193,925 (4a) V6/3.5E 264/348 rear 1985 134 5.0 – 6.7 3.0 Near half the V8’s fuel usage, but feels slower than it is and it’s missing the NASCAR-like soundtrack
LC500 Convertible Ann 20 $213,877 (10a) V8/5.0 351/540 rear 2035 172 – – 12.7 4.0 Retains the coupe’s delicious looks and only improves on its cracking sound – but has gained some flab

Lotus www.lotuscars.com.au
Elise Sport 240 Final Edition $97,990 (6m) I4/1.8S 179/244 rear 922 194 4.5 – 7.8 4.0 Made even better by a supercharger. A car that’s hard to get out of – literally. Now with more power

Elise Cup 250 Final Edition $109,990 (6m) I4/1.8S 183/244 rear 931 197 4.3 – 7.8 3.5 More hardcore than a Cayman for similar coin. Final Edition to farewell iconic nameplate

Exige 390 Coupe Final Edition $149,500 (6m) V6/3.5S 296/420 rear 1138 260 3.7 – 10.2 4.0 Cheapest ticket to supercar power-to-weight ratios. Just don’t expect it to be a daily driver

Exige Sport 350 Roadster $139,500 (6m) V6/3.5S 258/400 rear 1125 229 3.9 – 10.0 4.0 Pop-top barely compromises the Exige’s ferocity, meaning it remains a hardcore proposition

Exige 420 Coupe Final Edition $169,990 (6m) V6/3.5S 313/427 rear 1110 282 3.4 – 10.2 4.0 Hardcore driving experience and supercar-fast, but tricky at the limit. Now in Final Edition-guise

Exige Cup 430 Final Edition $209,990 (6m) V6/3.5S 321/427 rear 1098 292 3.3 – 10.2 4.0 It’s a lot of money for a Lotus, but what a glorious alternative to a Porsche. Get it while it lasts

Evora GT410 Sport Jul 19 $179,990 (6m) $181,990 (6a) V6/3.5S 313/410 rear 1325 231 4.2 – 9.7 4.5 Brilliant driving experience, fine day-to-day manners and much cheaper than before

Evora GT430 Sport Nov 18 $239,990 (6m) V6/3.5S 320/440 rear 1289 248 3.8 – 10.1 3.5 Wedges powered-up Elise engine into larger, but stripped-out Lotus GT

Evora GT430 Aug 18 $259,990 (6m) V6/3.5S 320/440 rear 1299 246 3.7 – 10.1 3.5 20-way adjustable suspension and carbonfibre buckets top off priciest Lotus

Maserati www.maserati.com.au
Ghibli $144,990 (8a) V6/3.0TT 257/500 rear 1810 142 5.6 – 9.6 3.0 Great looks and alluring engine note but we still haven’t driven it locally

Ghibli S GranSport $175,000 (8a) V6/3.0TT 321/580 rear 1810 166 4.9 – 9.6 3.5 High-tune twin-turbo V6 gives the Ghibli real punch and sits in an unusual spot in the market

Ghibli Trofeo May 21 $265,000 (8a) V8/3.8TT 433/730 rear 1969 220 4.3 – 12.3 3.5 Twin-turbo V8 grunt from Ferrari going to the rear wheels only... sounds like a lot of fun

Levante GTS $268,990 (8a) V8/3.8TT 405/730 all 2170 186 4.2 – 13.5 4.0 Ferrari-powered Levante is finally an appealing, if pricey, alternative to other small super-SUVs

Levante Trofeo $330,000 (8a) V8/3.8TT 433/730 all 2170 200 3.9 – 13.5 4.0 Feels proper fast, but maybe not fast enough for this sort of money

QuattroporteTrofeo $376,900 (8a) V8/3.8TT 433/730 rear 2000 217 4.5 – 12.2 TBC Turbo V8 has mega mumbo and a classy interior ... and so it should for the price!

GranTurismo MC Sportline $345,000 (6s) V8/4.7 338 /520 rear 1880 187 4.7 – 15.5 3.5 Drop-dead gorgeous coupe finally gets extra grunt. More of a grand tourer than proper sportscar

GranCabrio Sport $335,000 (6a) V8/4.7 338/520 rear 1980 171 5.0 – 14.5 3.5 Made for a coastal road, not a race track

GranCabrio Sport MC $355,000 (6s) V8/4.7 338/520 rear 1973 171 4.9 – 14.9 3.0 ‘MC’ shifts the trans rearward and cuts shift times. Will any Cabrio drivers feel the difference?

MC20 Jun 21 $438,000 (8dc) V6/3.0TT 463/730 rear 1470 315 2.9 – 11.6 4.5 A mid-mounted twin-turbo V6 in a carbon-fibre body. Welcome the Trident back to the supercar league

d m o t o r o f f i c i a l f m o t o r_ m a g 137
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Mazda www.mazda.com.au
3 G25 GT sedan/hatch $34,590 (6m) $35,590 (6a) I4/2.5 139/252 front 1339 104 – – 6.2 3.5 Next-generation Mazda3 is a crucial car for the Oz market – we’re keen to drive the sportiest version
MX-5 $35,890 (6m) $37,890 (6a) I4/1.5 97/152 rear 1021 95 – – 6.2 4.0 Superb dynamics matched with lightness and a keen engine – but larger folk will struggle
MX-5 GT Jul 19 $43,820 (6m) $45,820 (6a) I4/2.0 135/205 rear 1035 130 6.37 14.54 6.8 4.0 Powered- and revved-up 2.0-litre distances itself from 1.5-litre, but it now starts with pricey GT
MX-5 GT RS Feb 21 $47,020 (6m) I4/2.0 135/205 rear 1033 131 6.8 4.0 Upgraded brakes shave 2kg; lighter 17-inch wheels, revised Bilstein dampers and strut brace also added
MX-5 RF Oct 18 $41,200 (6m) $43,200 (6a) I4/2.0 135/205 rear 1087 124 6.55 14.65 6.9 4.0 Hardtop adds class and coupe looks ... along with a bit more weight
MX-5 RF GT RS Feb 21 $51,100 (6m) I4/2.0 135/205 rear 1085 124 6.9 4.0 Electrically folding hardtop adds convenience with the touch of a button, but also adds weight...
MX-5 RF GT $47,900 (6m) $49,900 (6a) I4/2.0 135/205 rear 1112 121 – – 6.9 4.0 GT hardtop stacks up as the most premium pick, hence it comes with a significant sticker price

McLaren www.cars.mclaren.com
GT Nov 19 $399,995 (7dc) V8/4.0TT 456/630 rear 1530 304 3.2 – 11.9 4.0 It’s more practical than a ‘regular’ McLaren but still no proper GT like the 911 Turbo
Artura $449,500 (8dc) V6/3.0TTH 500/720 rear 1498 334 3.0 10.7 – TBC Woking downsizes the displacement, but ups the ante in the fight against traditional rivals
720S Mar 18 $489,900 (7dc) V8/4.0TT 530/770 rear 1419 374 2.9 – 12.2 4.5 Otherworldly speed matched to outstanding dynamics. If only it sounded better
720S Spider $556,000 (7dc) V8/4.0TT 530/770 rear 1468 361 2.9 – 12.2 4.5 Weight increase is marginal over the coupe, and the chassis remains just as rigid with the carbon tub
765LT Oct 21 $609,650 (7dc) V8/4.0TT 563/800 rear 1339 420 2.8 – 12.2 TBC The 720S gains track-focused Longtail treatment – is it almost a Senna now? We think so

Mercedes-Benz www.mercedes-benz.com.au
A250 4Matic Feb 19 $65,500 (7dc) I4/2.0T 165/350 all 1430 115 6.2 – 6.2 3.5 A smartphone on wheels, but kerb weight is up and power below average for this price
A35 AMG Feb 20 $78,900 (7dc) I4/2.0T 225/400 all 1480 152 4.86 13.16 12.1 4.0 Accessible performance but hardly game-changing in face of the Civic Type R or Golf R. Still, underrated
A45 S AMG Feb 21 $100,300 (8dc) I4/2.0T 310/500 all 1550 200 3.9 – 8.4 4.5 Snagged a podium at PCOTY 2021 and is absolutely ballistic cross country. Just brilliant
A250 4Matic sedan Feb 19 $66,498 (7dc) I4/2.0T 165/350 all 1450 111 6.3 – 6.7 3.5 All-wheel drive seems to add safety rather than performance
A35 AMG Sedan $80,200 (7dc) I4/2.0T 225/400 all 1495 151 4.8 – 7.3 4.0 Same as above, only packaged in sleeker sedan body. We’d prefer the hatch for practicality
CLA250 4Matic $78,500 (7dc) I4/2.0T 165/350 all 1475 112 6.3 – 6.5 3.5 Classy looks, decent powertrain and lots of tech help justify pricey tag
CLA35 AMG $93,400 (7dc) I4/2.0T 225/400 all 1515 149 4.7 – 7.3 4.0 A35’s respectable performance wrapped in a more stylish, swoopy package
CLA45 S AMG Sep 20 $118,900 (8dc) I4/2.0T 310/500 all 1600 194 4.09 12.21 8.3 4.5 Getting a little exxy but you do get a lot of car for the money. And what a car. And engine!
C43 AMG Jun 17 $113,576 (9a) V6/3.0TT 287/520 all 1630 176 4.7 – 9.1 4.0 A quick, comfortable and entertaining drive that’s more subdued than most AMGs – now with more grunt
C43 AMG Estate $116,176 (9a) V6/3.0TT 287/520 all 1685 170 4.8 – 9.3 4.0 Engaging chassis wrapped in a wagon package. Looks quite subtle, but then that could be a plus
C63 S AMG May 19 $168,176 (9a) V8/4.0TT 375/700 rear 1680 223 4.44 12.30 10.4 4.5 Amazing engine and brilliant chassis offset the terse ride and occasional gearbox stumble
C63 S AMG Estate Jan 16 $170,876 (9a) V8/4.0TT 375/700 rear 1725 217 4.0 – 8.7 4.5 The ultimate do-everything car, though it’s quite small in the back
C300 Coupe $99,100 (9a) I4/2.0T 190/370 rear 1490 121 6.0 – 6.6 3.5 A quality product and a decent steer. Less convinced about that rear styling
C43 AMG Coupe $129,200 (9a) V6/3.0TT 287/520 all 1675 171 4.7 – 9.2 4.0 The car you buy if the C63 feels a bit too full-on, and it would be the quicker car in the wet
C43 AMG Cabriolet $150,300 (9a) V6/3.0TT 287/520 all 1810 159 4.8 – 9.5 3.5 Solid mix of class and performance; hefty price tag, though
C63 S AMG Coupe Aug 19 $183,300 (9a) V8/4.0TT 375/700 rear 1725 217 4.56 12.48 8.7 4.5 Thunderous power and engaging handling, but pricier than rivals and a heavy so-and-so
C63 S AMG Cabriolet $204,800 (9a) V8/4.0TT 375/700 rear 1850 202 4.1 – 9.3 4.5 Front-row seats to hear AMG’s thumping 4.0-litre eight. Not the keenest handler of the C63 bunch
E53 AMG $172,00 (9a) I6/3.0TT(E) 320/520 all – – 4.4 – 8.7 4.0 Plenty of pace and stunning interior, but it doesn’t feel very ‘AMG’
E63 S AMG Mar 21 $268,400 (9a) V8/4.0TT 450/850 all 1955 230 3.40 11.28 9.3 4.5 The prototypical super sedan lacks only a smidge of refinement
E53 AMG Coupe Dec 18 $174,600 (9a) I6/3.0TT(E) 320/520 all 1895 169 4.53 12.68 8.7 4.0 New inline-six as smooth as the styling, plus it’s among the first AMGs to get an electric kick
E53 AMG Cabriolet $183,700 (9a) I6/3.0TT(E) 320/520 all 1980 162 4.5 – 8.7 3.5 Introduction of ‘53’ cab and coupe make for the quickest two-door E-Class AMGs
CLS53 AMG $183,600 (9a) I6/3.0TT(E) 320/520 all 1980 162 4.5 – 8.7 4.0 Beautiful interior and eye-catching looks backed by high-tech new inline-six
S450 $244,700 (9a) I6/3.0TT(E) 270/500 all 2001 135 5.1 – 8.2 TBC Tech tour de force continues for new Mercedes flagship – overhauled cabin adds massive screen
S450 L $269,300 (9a) I6/3.0TT(E) 270/500 all 2074 130 5.1 – 8.4 TBC Incredible fuel economy and grunt from new mild hybrid inline-six
S580 L $355,100 (9a) V8/4.0TT 370/700 all – – 4.4 – – TBC Uses EQ Boost 48v mild-hybrid tech for an extra 15kW/200Nm of shove – top dog until AMG version
GT53 AMG $256,110 (9a) I6/3.0TT(E) 320/770 all 1970 162 4.5 – 9.1 3.5 Cheapest ticket to AMG 4-door town, but you’ll forever be answering why you didn’t buy the V8
GT63 S AMG Feb 20 $363,576 (7a) V8/4.0TT 470/900 all 2025 229 3.16 11.08 13.5 4.5 AMG has bolted wheels to a Tomahawk cruise missile; this car will still be spoken about in 50 years
SL500 $292,135 (9a) V8/4.7TT 335/700 rear 1720 187 4.3 – 9.1 3.0 Fantastic engine and sleeker looks undermined by previous-gen interior and body wobbles
AMG GT C Feb 19 $341,076 (7dc) V8/4.0TT 410/680 rear 1625 252 3.66 11.55 12.4 4.5 Monster performance for those who find the GT R a bit ostentatious
AMG GT R Jun 19 $373,276 (7dc) V8/4.0TT 430/700 rear 1575 273 3.6 – 12.4 4.5 AMG GT in its ultimate form, yet ride also improved. This or a 911 GT3?
AMG GT R Pro Feb 21 $453,200 (7dc) V8/4.0TT 430/700 rear 1575 273 3.6 – 12.4 5.0 Brilliant on a twisty road, epic on a race track. And that’s why it is our 2021 Performance Car of the Year
AMG GT C Roadster Jun 17 $376,276 (7dc) V8/4.0TT 410/680 rear 1660 247 3.7 – 11.4 4.5 Steals choice bits from the GT R to create one hell of a drop-top experience
GLA35 AMG $92,700 (8dc) I4/2.0T 225/400 all 1582 142 5.1 – 7.4 4.0 Slightly confused as to what it wants to be, but it is a quick small SUV with a premium badge
GLA45 AMG Feb 21 $115,700 (8dc) I4/2.0T 310/500 all 1731 179 4.3 – 9.3 4.0 Higher A45 S will handle speed humps better, but its centre of gravity will cost it in corners
GLB35 AMG $98,600 (8dc) I4/2.0T 225/400 all 1857 121 5.2 – 8.3 TBC Baby AMG GLB mates ‘35’ spec donk with new eight-cog DCT but suffers from a weight problem
GLC43 AMG $130,000 (9a) V6/3.0TT 270/520 all 1855 146 4.9 – 8.8 3.5 We’d buy a C43, but most people will probably buy this. Strong engine
GLC43 AMG Coupe $137,400 (9a) V6/3.0TT 270/520 all 1855 146 4.9 – 8.8 3.5 $7500 premium over GLC43 in the pursuit of questionable style ... we’d choose a C43 Estate?
GLC63 S AMG Jun 20 $185,500 (9a) V8/4.0TT 375/700 all 1935 194 3.8 – 10.7 4.0 Sprog-hauling and supercar-chasing talents, but the dynamics aren’t a patch on a Macan
GLC63 S AMG Coupe Jul 18 $192,000 (9a) V8/4.0TT 375/700 all 1945 192 3.92 12.05 10.9 4.0 Engaging wagon on stilts is easier on the eye, but tall rear passengers won’t be so impressed

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 IT’S NO EXAGGERATION TO SAY
HUNDREDS OF RACERS HAVE
BENEFITED FROM MOZZA’S SUPPORT

Scott Newman
IF YOU ARE A part of the Australian motorsport community had invited me to share the drive is what’s truly important. No
then chances are you knew Adrian Morrisby. Not by that name, of one was more generous. It’s no exaggeration to say hundreds of
course – ‘Mozza’ was one of those people who are so inextricably racers – speedway, drifting, karting, rally, circuit and more – have
linked to their nickname that it comes as a surprise that anything benefited from Mozza’s support, whether financially through
else would be written on their birth certificate, driver’s licence business sponsorship or through his time. When I turned turtle in
and passport. I’m forced to use the past tense as Mozza sadly and my first year of rallying due to ambition overcoming talent, Mozza
suddenly passed away recently at the too-young age of 49. was right there: “Bring ’er around the shop, don’t worry about
I’ve known Mozza for about 15 years but I’m not going to pretend it.” Sure enough, a couple of days later my Charade was looking
we were super close or anything. Nevertheless, his passing has decidedly healthier and the ‘bill’ was frankly a pittance.
hit hard simply because he’s always been there and you kind of He was also a regular on the mic, whether at World Time Attack
assumed he always would be. In many ways he was the star around at Sydney Motorsport Park, the Tasmanian round of the Australian
which motorsport revolved – certainly in his native Tasmania, at Karting Championship or in the early days of the Tassie Drift
least – and when a star disappears a black hole is left in its place. Series, when he’d drop the occasional line of questionable taste just
The racing bug bit Mozza early. He was a talented go-karter and to keep everyone on their toes. You could tell who in the crowd was
remote-control racer in his younger years but eventually heard the listening to the commentary as they’d inevitably start to giggle.
call of the forests and discovered his first love, rallying (fishing The competitive side always played a distant second to the social
aside, that is). The highlight of his competition career was a stirring side for Mozza. You could guarantee that he’d be one of the first at
win in the two-day Classic Rookie Rallye section of Targa Tasmania the bar for ‘Heat 3’, Smirnoff Double Black in hand, wearing his
in 2007, the iconic ‘Maxboost’ 1975 Holden Gemini three-wheeling signature three-quarter length ‘jorts’ and a black T-shirt with a
its way across the landscape. Mechanical gremlins prevented a variety of his favourite slogans: “Coriander: it’s a no from me”, “I
strong result in the full rally the following year, but a number of am the after party” or, if he was feeling mischievous, “He loves the
top 10 classic stage times on the right road – twisty and downhill, c**k” (I’ve added the asterisks) with a left-pointing arrow.
as despite its name the Gemini was short in the horsepower But it wasn’t all fun and games. Mozza became an early and vocal
department – shows just what a top operator Mozza was. advocate for men’s mental health, raising money and awareness
Man, he could drive. My first exposure to this was during for the charity “Speak Up, Stay Chatty”. He was also completely
a couple of practice laps at a local khanacross, Mozza having serious about his role as a father to his boy Sammy who, with
liberated an early-’90s Mazda 929 from the yard of his business plenty of love and support from dad, was taking the first steps to
Moonah Auto Salvage (later Ultimate Subaru Spares) in order to becoming a promising karter. You’ve never seen a prouder parent.
have some fun. Four-up for the recce laps with Mozza at the helm, I Long story short, Mozza was a big man with a big personality and
deadset thought we were going over, the wheel a blur as inputs and an even bigger heart and the world would be a much better place
corrections were applied at a speed both the clapped-out old luxo- if we all approached life with the same kindness, generosity and
barge and I struggled to comprehend. vigour. His favourite saying was: “One life, live it, ’cos it sure as hell
Mozza unsurprisingly beat me handily that day, but the fact he ain’t no dress rehearsal”. Amen. We’ll miss you, mate.

Me, Mozza and

some bloke called
Seb at Rally
Australia 2016

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GLE53 AMG Sep 20 $184,300 (9a) I6/3.0T(e) 320/520 all 2250 142 5.3 – 9.3 3.5 Hybrid powertrain suits the GLE’s comfy character well, though it’s far from delivering a 63’s gut punch
GLE63 S AMG $243,300 (9a) V8/4.0TT(e) 450/850 all 2270 198 3.8 – 11.5 3.5 Bonkers power levels from twin-turbo V8... and significant heft. Yet, its directional stability is impressive
GLE63 S AMG Coupe May 21 $248,596 (9a) V8/4.0TT(e) 450/850 all 2270 198 3.8 – 11.5 3.5 A car that you really don’t want to like, until you drive it and experience its pace. Also drive an Audi RS Q8
GL63 AMG Jan 21 $281,800 (9a) V8/4.0TT(e) 450/850 all 2555 178 4.2 – 13.0 3.5 It’s reason for existence is tenuous, but we’re kinda glad it does. Too fast for its own good?

MINI www.mini.com.au
Cooper S Classic Jun 18 $45,700 (7dc) I4/2.0T 141/280 front 1195 118 6.8 – 6.3 3.5 Solves all the old model’s problems, but creates a new one ... it’s not as engaging. Needs better tyres
Cooper S Classic 5-door $46,950 (7dc) I4/2.0T 141/280 front 1255 112 6.9 – 6.4 3.5 A smaller alternative to a VW Golf GTI, but yet further away from the original ‘mini’ ethos
Cooper S Convertible $51,530 (7dc) I4/2.0T 141/280 front 1295 109 7.2 – 6.5 3.5 More practical and a better drive than the old Cabrio. But that’s not saying an awful lot
Cooper S Clubman Feb 16 $49,200 (8a) I4/2.0T 141/280 front 1360 104 7.1 – 6.0 3.5 Smart interior and supple chassis, but extra heft burdens the poor 2.0-litre. Then there’s the weird looks..
Cooper S Countryman $53,400 (8a) I4/2.0T 141/280 front 1505 94 7.4 – 6.5 3.5 Surprisingly cohesive looks, with extra practicality. It’s not very mini, or overly fast, and it is heavy
Cooper JCW $58,850 (8a) I4/2.0T 170/320 front 1220 139 6.3 – 6.9 3.0 More power and playful handling, but the steering’s iffy, the ride is firm and it is expensive
JCW GP Jan 21 $63,900 (8a) I4/2.0T 225/450 front 1210 145 5.2 – 7.3 4.0 The ultimate Mini returns, claimed to lap the Nurburgring North Loop in less than eight minutes
Cooper JCW Convertible $64,380 (8a) I4/2.0T 170/320 front 1320 129 6.6 – 7.0 3.5 Drop-top suits the Mini vibe and it’s combined with strong performance – sadly, handling is diluted
JCW Clubman Essential ALL4 $64,300 (8a) I4/2.0T 225/450 all 1550 114 4.9 – 7.3 3.5 Clubman chassis scores the power it deserves, but power doesn’t solve everything
JCW Countryman Essential ALL4 $63,850 (8a) I4/2.0T 170/350 all 1555 109 6.5 – 7.4 3.5 Mini with the lot gains a maxi price tag. Clubman is much cooler, cheaper and lighter

Morgan www.morgancars.com.au
4/4 $94,000 (5m) I4/1.6 82/132 rear 795 103 8.0 – 6.4 3.0 Ye olde charm and definitely a unique drive experience. You’re essentially buying a brand-new antique
3 Wheeler Apr 16 $107,000 (5m) V2/2.0 60/140 rear 550 220 6.0 – 9.3 3.5 An utterly unique car to be behind the wheel of. You’re either going to love it or hate it
Plus 4 $105,000 (5m) I4/2.0 115/201 rear 877 117 7.3 – 7.0 3.0 It’s all about living in the past while being in the future, something that can be an acquired taste
Roadster $145,00 (6m) V6/3.7 209/370 rear 950 220 5.5 – 9.8 3.0 Power-to-weight rivals a 911 Carrera S. However, you’d really have to love it to live with it

Nissan www.nissan.com.au
370Z Apr 19 $50,490(6m) $52,990 (7a) V6/3.7 245/363 rear 1468 162 5.85 14.04 10.4 3.5 Now old, but latest in a long line of Z-cars. Still has an agricultural engine and snappy handling
370Z Roadster Jun 18 $61,490 (6m) $63,990 (7a) V6/3.7 245/363 rear 1478 168 5.8 – 10.9* 3.0 Suffers little in the conversion to drop-top, but $11K for a creaky roof is too much
370Z Nismo Jul 18 $61,990 (6m) $64,490 (7a) V6/3.7 253/371 rear 1480 171 5.87 14.07 10.6 3.5 A visual and aural refresh courtesy of Nismo. Performance suspension lacks sophistication
GT-R Premium $193,800 (6dc) V6/3.8TT 419/632 all 1765 237 3.20 11.21 11.7 4.0 Improved ride and transmission tweaks for MY21 are welcome, feels suited to the street more than ever
GT-R T-Spec Nov 16 $256,700 (6dc) V6/3.8TT 419/632 all 1760 238 2.7 – 11.7 4.0 In a track environment, it’s simply awesome. Question marks remain over road suitability
GT-R Nismo Ann 19 $378,000 (6dc) V6/3.8TT 441/652 all 1715 257 3.14 11.04 11.7 4.0 There’s the T-Spec, and then there’s this. However, the MY21’s price is verging on ridiculous

Porsche www.porsche.com.au
718 Cayman Ann 16 $115,900 (6m) $117,328 (7dc) F4/2.0T 220/380 rear 1335 165 5.1 – 7.4 4.5 Porsche’s entry sportscar sets the bar high, but it’s hardly a cheap deal in anyone’s language
718 Cayman S Feb 18 $139,500 (6m) $144,080 (7dc) F4/2.5T 257/420 rear 1355 190 3.95 12.02 8.1 4.5 An almost flawless sports car that only struggles to stir the emotions
718 Cayman GTS 4.0 Mar 20 $175,100 (6m) $180,490 (7dc) F6/4.0 294/420 rear 1405 209 4.5 – 10.8 4.5 We haven’t driven it yet but fair to say expectations are through the ceiling
718 Cayman GT4 Aug 19 $210,100 (6m) $214,680 (7dc) F6/4.0 309/420 rear 1420 217 4.4 – 10.9 5.0 Not as special as the old one but still utterly brilliant
718 Boxster Jun 16 $118,700 (6m) $120,128 (7dc) F4/2.0T 220/380 rear 1335 165 4.7* – 6.9* 4.5 Turbo grunt means base Boxster will offer more than enough performance for most
718 Boxster S Jun 16 $142,300 (6m) $146,880 (7dc) F4/2.5T 257/420 rear 1355 190 4.2* – 7.3* 4.5 Approaching supercar speed with beautiful chassis balance. Now much more expensive than it was
718 Boxster GTS 4.0 $177,900 (6m) $183,290 (7dc) F6/4.0 294/420 rear 1405 209 4.5 – 10.8 TBC Big-bore, howling atmo six-cylinder replaces downsized turbo-four. What decade is it again?
718 Boxster Spyder $200,600 (6m) $205,180 (7dc) F6/4.0 309/420 rear 1420 217 4.4 – 10.9 5.0 With a chassis that’s just as good as the GT4’s, this is open-top motoring at its finest
Taycan RWD $156,300 (2a) EM 300/357 rear 2050 146 5.4 – 0.0 TBC Rear-wheel drive Taycan cuts weight for new entry-level Tesla Model S fighter
Taycan 4S $194,700 (2a) Dual EM 390/640 all 2241 174 4.0 – 0.0 TBC A reasonable step-up in luxury and finish over a Tesla Model S, but not in performance
Taycan Turbo $276,300 (2a) Dual EM 500/850 all 2305 217 3.2 – 0.0 TBC Arguably a faster alternative to the Panamera 4E-hybrid if you’re not subject to range anxiety
Taycan Turbo S Apr 21 $345,800 (2a) Dual EM 560/1050 all 2295 253 2.8 – 0.0 4.5 State-of-the-art EV performance from Porsche might struggle to justify $180K over the top Model S
Taycan 4 Cross Turismo $176,600 (2a) Dual EM 350/500 all 2245 156 5.1 – 0.0 TBC ‘Affordable’ Taycan gets dirty with jacked-up ride height and extra body cladding
Taycan 4S C/Turismo $205,300 (2a) Dual EM 420/650 all 2245 187 4.1 – 0.0 TBC Is this the Goldilocks spec Taycan Cross Turismo? We’re keen to find out
Taycan Turbo C/T Apr 21 $279,000 (2a) Dual EM 500/850 all 2320 216 3.3 – 0.0 4.5 If you need a high-performance, off-roading EV, then consider this a niche filled
911 Carrera Mar 20 $241,200 (8dc) F6/3.0TT 283/450 rear 1505 188 4.2 – 9.4 4.5 The entry ticket into the 992 series range is slightly more expensive but no less sublime
911 Carrera 4 $258,300 (8dc) F6/3.0TT 283/450 all 1555 182 4.2 – 9.5 4.0 Extra grip cancels out the extra weight but the experience is not as pure
911 Carrera S Feb 20 $279,500 (8dc) F6/3.0TT 331/530 rear 1515 218 3.54 11.56 14.3 4.5 All-new 992 delivers increased comfort, handling and speed, though no manual (yet!)
911 Carrera GTS $314,800 (7m/8dc) F6/3.0TT 353/570 rear 1510 234 3.4 11.5 9.6 TBC Is this all the 911 you’ll ever need? We think the latest 992-gen car will come mighty close
911 Carrera 4S $296,700 (8dc) F6/3.0TT 331/530 all 1565 212 3.4 – – 4.5 All-wheel drive emphasises weight gain; we say grab the rear-drive one
911 Carrera 4 GTS $334,000 (7m/8dc) F6/3.0TT 353/570 all 1595 212 3.3 11.5 9.6 TBC With those performance figues, it’s a close to a GT product as you’ll get with a Carrera bage
911 Carrera Cabriolet $262,900 (8dc) F6/3.0TT 283/450 rear 1575 180 4.4 – 9.6 4.0 Less than half as stiff as the coupe but still a damn fine driving experience
911 Carrera 4 Cabriolet $280,100 (8dc) F6/3.0TT 283/450 all 1625 174 4.4 – 9.6 4.5 Seriously versatile with all-wheel drive but $267K buys you a lot in Jaguar’s F-Type range
911 Carrera S Cabriolet $301,200 (8dc) F6/3.0TT 331/530 rear 1585 209 3.7 – – 4.5 Even new Cabriolet can’t dent epic performance previously the domain of Porsche GT models

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 WITH SO MANY NEW PLAYERS, ARE WE
LETTING THE ALGORITHMS DECIDE THE
NEXT GENERATION OF CLASSIC CARS?

Alex Affat
IT USED TO BE difficult to pick a classic car ahead of the pack, iconic sports cars of all time.
once calling for a deep understanding of a model’s history, lore Perhaps that explains why certain models stand head and
and timely significance. Increasingly, however, you can get a shoulders above their peers, for none of the reasons that would
sense of what’s beginning to bubble simply by what’s being have distinguished a good classic from a great one in times past.
posted by the many classic car accounts on Instagram and I can accept that a Nissan Skyline R34 GT-R is ostensibly a $200k
various social media. car today, but I would like to ask why?
There are countless accounts of their kind, and the most Nissan nuts will tell me that the R34 boasted the lowest
popular content will appear on more than one. So, when you production numbers of all R-chassis GT-Rs, at 11,578 units
begin to notice a pattern, or the spotlight being shone on a produced between January ’99 and August ’02. Consider the
particular car that you haven’t seen much of recently, it can act as B2 Audi Ur-quattro, however. A more significant pioneer of
a good barometer of what’s grabbing the attention of the masses. AWD and turbo technology, with infinitely more motorsport
What’s interesting is the influence at play, as the hobby provenance, of which Audi built (partly by hand) 11,452 over an
and aspiration of car collecting has seemingly undergone an 11-year production run. The local going rate for an Ur-Quattro is
explosion in popularity amongst a whole new generation. ‘A about $60k. Apples and oranges, I know, but a little perspective
rising tide lifts all boats’ was a line often used to describe rising never goes awry when talking classic cars, and I can guess which
classic car values, but these days it feels more like watching a big car you’ve seen more of on Instagram lately.
wave surfer tackle the swells of Nazare, Portugal from the beach. Blue-chip international auction houses have clued in to the
Of course, all corners of the market are red hot right now, power of social media too, with high-profile lots subject to drip-
but it’s the record-setting headline auction sales that feel more feed press releases and stunning imagery rollouts. What the
frequent and higher than ever before. Social media is a fantastic infinite scroll doesn’t show are occasions where the same vehicle
exploration and exposure tool when embarking on new hobbies is brought to market multiple times with different auction
or curiosities but, with so many new players in the game, are we houses. Often the results can differ based simply on who gives
letting the algorithms decide the next generation of classic cars? the vehicle a bigger media run.
The relatively recent global explosion of the late-model JDM This can backfire, as it did with RM Sotheby’s hopeful auction
sector is incredibly social-media fuelled amongst younger of the Porsche Type 64 in Monterey 2019. It was meant to be the
generations, and speaks to a wider and hugely prevalent collector highlight of Car Week, one of the most publicised auctions at the
culture that’s engulfing everything, from baseball cards to NFTs time with estimates in excess of $20 million. An auction floor
(non-fungible tokens), in its wake. blunder (was that 30 million or thirteen million?) killed bidding
The air-cooled Porsche boom proliferated across the globe in its tracks. The lot was ended there and then, and ‘the very first
last decade in a similar fashion, fuelled by nostalgic and Porsche’ hasn’t been heard of since.
narrative-driven social media communities, attracting waves Just like we tell the kids: don’t believe everything you see on
of new entrants to the classic car hobby. Of course, it only made social media. And if you happen to care, here’s my classic car
sense that the first car through the wall would be one of the most buying advice. It’s simple: buy what you like.

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911 Carrera 4S Cabriolet $318,400 (8dc) F6/3.0TT 331/530 all 1635 202 3.6 – – 4.5 Tips the $300K mark, and we’d rather an R8 Spyder for this coin

911 Carrera GTS Cabriolet $347,700 (8dc) F6/3.0TT 353/570 rear 1635 219 3.6 11.7 9.7 TBC This is as fast as you can go topless in a 911 without stepping up to the Turbo – will be good fun

911 Carrera 4 GTS Cabriolet $366,900 (8dc) F6/3.0TT 353/570 all 1665 212 3.5 11.7 9.7 TBC For those who like all-weather traction in their sun-seaking drop-top 911

911 Targa 4 $280,100 (8dc) F6/3.0TT 283/450 all 1665 170 4.4 – 9.7 4.0 It’s heavier than the Cabriolet but that’s all you pay for its slick looks since it’s priced identically

911 Targa 4S $318,400 (8dc) F6/3.0TT 331/530 all 1675 198 3.8 – 9.7 4.0 Has the thrust to mask the extra flab from the Targa’s gorgeous roll-hoop

911 Carrera Targa 4 GTS $366,900 (8dc) F6/3.0TT 353/570 all 1685 198 – – 9.7 TBC Iconic Targa design gains the GTS treatment, but is it worth the extra weight?

911 Turbo May 21 $404,900 (8dc) F6/3.8TT 427/750 all 1640 260 2.8 – – 4.5 The benchmark for all super sportscars to meet

911 Turbo Cabriolet $425,700 (8dc) F6/3.8TT 427/750 all 1710 250 2.9 – – 4.5 Slashes the price on a S but retains most of the performance

911 Turbo S Jun 20 $481,600 (8dc) F6/3.8TT 478/800 all 1640 291 2.7 – 11.5 5.0 The sports car king remains ridiculously fast, comfortable and quite expensive

911 Turbo S Cabriolet $502,500 (8dc) F6/3.8TT 478/800 all 1710 280 2.8 – 11.7 4.5 Probably the best drop-top Porsche yet doomed to be written off by enthusiasts

911 GT3 May 21 $369,600 (6m/7dc) F6/4.0 375/470 rear 1435 261 3.4 – – 5.0 Just when you think Porsche can’t beat perfection, it does. New 992-gen brings valid upgrades

911 GT3 Touring Aug 21 $369,600 (6m/7dc) F6/4.0 375/470 rear 1435 261 3.4 – – TBC Touring now gains the eight-speed PDK as an option – wing vs no wing debate to continue raging on

911 GT3 Touring 70 Years Aus Ed $494,400 (6m/7dc) F6/4.0 375/470 rear 1435 261 3.4 – – TBC It’s the first country-specific special edition GT car, and it’s all ours. But you’ll have to pay for it

Panamera 4 $213,700 (8dc) V6/2.9TT 243/450 all 1900 129 5.3 – – 4.0 Stuttgart’s fresh limo doesn’t hang around. All-wheel drive is of questionable relevance in Oz

Panamera 4 S.T. $222,000 (8dc) V6/2.9TT 243/450 all 1930 128 5.3 – – 4.0 A good-looking Panamera! And it can seat five, though you might need to ditch the rugrats to buy one

Panamera 4S E-Hybrid $294,600 (8dc) V6/2.9TT[E] 412/750 all 2225 183 3.7 – – 4.0 Hybrid limo allows zero-emissions commuting without paying a performance penalty

Panamera GTS Aug 21 $312,900 (8dc) V8/4.0TT 353/620 all 2020 175 3.9 – 4.0 No more high-rev natural aspiration here, but two-tonne Pana likely all the better for it

Panamera GTS S.T. $320,200 (8dc) V8/4.0TT 353/620 all 2040 173 3.9 – 4.0 A mix of prettiness, practicality and performance only challenged by an RS6. Or Pana Turbo...

Panamera Turbo S $415,700 (8dc) V8/4.0TT 463/820 all 2080 223 3.1 – – 4.0 Crushing on-paper performance and cosseting luxury. Yes, it’s lighter, but still a big bertha

Macan S $105,800 (7dc) V6/2.9TT 280/520 all 1910 147 4.9 – 10.0 4.0 Refreshed Macan retains hot vee twin-turbo V6

Macan GTS $129,800 (7dc) V6/2.9TT 324/550 all 1945 167 4.5 – 10.0 4.0 GTS badge returns to the Macan range and takes hold of top-dog status

Cayenne S Jun 19 $167,300 (8a) V6/2.9TT 324/550 all 2020 160 5.2 – 9.2 4.0 New 2.9-litre twin-turbo V6 as fast as old Cayenne GTS, and now lighter and slightly cheaper

Cayenne S Coupe $176,800 (8a) V6/2.9TT 324/550 all 2120 153 5.0 – 9.2 4.0 Claimed to be quicker than its five-door sibling despite being heavier and with no extra power

Cayenne GTS May 21 $198,200 (8a) V8/4.0TT 338/660 all 2145 158 4.5 – 12.2 TBC V8’s added sound and performance should easily justify the 13 per cent price hike over an S

Cayenne Turbo Ann 18 $250,500 (8a) V8/4.0TT 404/770 all 2175 186 4.1 – 11.7 4.0 Continues to redefine physics to power oversteer the kids to school

Cayenne Turbo Coupe $262,200 (8a) V8/4.0TT 404/770 all 2275 178 3.9 – 11.4 4.0 See above, just with a swoopy coupe-like design. Will be popular in suburbs like Toorak and Vaucluse

Turbo S E-H. Coupe Apr 20 $299,300 (8a) V8/4.0TTH 500/900 all 2535 197 3.8 – 3.9 4.0 Beserk-accelerating 2.5-tonne Cayenne a little too bulky to appeal to your inner Walter Rohrl

Cayenne Turbo GT Coupe Apr 20 $336,100 (8a) V8/4.0TT 471/850 all 2220 212 3.3 – 11.9 TBC Is this the new king of performance SUVs? The Cayenne Turbo GT’s ’Ring record suggests it might be

Range Rover www.landrover.com.au

Velar HSE P400 MHEV R-Dynamic $129,043 (8a) l6/3.0ST 294/550 all 2010 146 5.5 – 8.9 3.5 With the hilarious SV Autobiography axed, this is the pseudo performance variant – and it’s a hybrid six

Sport P525 HSE Dynamic $175,613 (8a) V8/5.0S 386/625 all 2323 166 – – 12.8 4.0 Great handling, wonderful engine and good looks. Some will see it as the poor man’s Range Rover

Sport P525 Autobiog. Dynamic $205,283 (8a) V8/5.0S 386/625 all 2323 166 – – 12.8 4.0 Drives like an enormous hot hatch. However, it’s thirsty and the off-road ability is wasted on most

Sport P565 SVR $244,249 (8a) V8/5.0S 423/700 all 2310 183 4.5 – 12.8 3.5 Ludicrous acceleration with an anti-social exhaust noise. This performance-4x4 thing is a bit silly

V8 Autobiography Apr 18 $273,845 (8a) V8/5.0S 386/625 all 2383 162 5.4 – 12.8 4.0 Like an off-road S-Class with its incredible ride and feel-good factor. Fuel tank has a hole in it...

SV Autobiography Dynamic $345,805 (8a) V8/5.0S 415/700 all 2497 167 – – 12.8 3.5 Snarling F-Type engine adds plenty of theatre, but adds a confused personality and little speed

Renault www.renault.com.au
Megane RS 300 Trophy $53,990 (6m) I4/1.8T 221/400 front 1427 155 5.7 – 8.3 4.0 Now with more grunt to pair with rear-steer and manual gearbox (but the shift action isn’t great)

Megane RS 300 Trophy Aug 21 $56,990 (6dc) I4/1.8T 221/420 front 1450 152 5.7 – 8.0 4.0 Cup chassis with the dual-clutch transmission (EDC) is the one to choose

Rolls-Royce www.rolls-roycemotorcars.com
Phantom Nov 17 $855,000 DA (8a) V12/6.75TT 420/900 rear 2560 164 5.3 – 13.9 4.5 Comes with twin turbos and 130kg in sound deadening. And this is the ‘small’ one?
Phantom EWB $990,000 DA (8a) V12/6.75TT 420/900 rear 2610 161 5.4 – 13.9 4.5 Packs a small apartment’s worth of legroom and 900Nm but some details are over the top
Wraith Dec 14 $635,000 (8a) V12/6.6TT 465/800 rear 2360 197 4.6 – 14.0 4.5 Incredible comfort and luxury with traffic-stopping styling. Definitely no drivers’car, though
Dawn Jun 16 $710,000 (8a) V12/6.6TT 420/780 rear 2560 164 4.9 – 14.2 4.5 Jaw-dropping looks and a ‘you’ve-made-it’ driving experience that’s best suited to wafting
Cullinan $659,000 (8a) V12/6.75TT 420/850 all 2660 158 – – 15.0 4.0 OTT SUV looks like a pimped London cab, including ‘suicide’ doors. Also meant for back-seat relaxing

Skoda www.skoda.com.au
Octavia RS Nov 21 $48,290 (7dc) I4/2.0T 180/370 front 1445 125 6.6 – 6.6 4.0 With the base model having an LSD and 180kW, the RS becomes a luxe-pack model grade
Octavia RS Wagon Jan 18 $49,590 (7dc) I4/2.0T 180/370 front 1467 123 6.7 – 6.7 4.0 So much better than a Subaru Levorg. New styling miles better than previous gen. Thinking buyer’s GTI
Superb 206TSI Sportline $60,890 (6dc) I4/2.0T 206/350 all 1537 134 5.8 – 7.3 3.5 Golf R speed in a practical package. Trade off is that it’s not as agile and needs adaptive suspension
Superb 206TSI Sportline wagon $62,590 (6dc) I4/2.0T 206/350 all 1600 129 5.8 – 7.3 3.5 Great combo of looks, speed and smart packaging. A bit more low-down urge would be nice
Kodiaq RS $68,890 (7dc) I4/2.0TT 176/500 all 1858 95 6.9 – 6.6 3.5 Swift and well specified but it’ll be hard to walk past the cheaper, more entertaining Octavia RS

142 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 IT’S HIGH TIME TOP LEVEL CATEGORIES
AROUND THE WORLD DO THE RIGHT THING,
AND BEGIN PAYING MARSHALS

Cameron Kirby
IT IS NO EXAGGERATION to say that this year’s Bathurst If the motorsport community is honest with itself for a moment,
1000 will be one of, if not the, largest motorsport event ever held it’d realise that the men and women doing this work are being
in Australia. The scale of the event is unheard of. Spread across taken advantage of. The real reason being a marshal at some of
six days of competition, ten categories will take to Australia’s the biggest sporting events in the world is a volunteer position?
most famous stretch of bitumen to round out a racing season People are willing to do it for free. Frankly, that’s not good enough.
devastated by COVID lockdowns. The almost week-long event Some claim that by having marshals work for free means that it
will culminate with the Bathurst 1000 – an event so beloved that weeds out the slackers just wanting to get close to the action. But
its almost a religious holiday for Australian racing fans. paying people doesn’t result in poor performances. I don’t think a
Yet, mixed with the elation of the racing season ending on a high surgeon is going to do a half-baked job because they know they’ll
are pangs of trepidation that Motorsport Australia, Supercars and be cashing a healthy pay cheque regardless of the outcome. Try
ARG will be taking further advantage of the most undervalued telling your favourite racing driver to do the job for free, because
members of the racing community – marshals. if you paid them, they wouldn’t try as hard to win. Doesn’t really
It might surprise those not closely involved in motorsport to make sense, does it? And before teams start complaining about
know the people you see standing at the side of the track waving the added entry costs that paying marshals would entail, it’s
yellow flags during cautions are not paid for their time. Each worth reminding ourselves that the change in annual budget
and every one of them are volunteers doing a job so critical that would be a rounding error for most. Many supercar teams built
without it, running an event would be impossible. brand new chassis this year, knowing full well Gen3 replacement
Being a marshal is not easy. The conditions are tough, days regulations were due in 2022. Cost saving? Yeah, right.
long, and the risks high. That last point was tragically underlined It’s high time top level categories around the world do the right
earlier in the year when a marshal working at Brands Hatch in thing, and begin paying marshals. Not every category would
the UK was killed as a direct result of an on-track accident. It was require the use of professionals, but it’s not unreasonable to
a dark day for motorsport globally. A man was volunteering his expect the likes of Supercars, F1, NASCAR, IndyCar, WRC, WEC,
time to keep drivers safe, and paid the ultimate price. and Formula E to reach into their pockets. If we put a proper
“These volunteer marshals are what makes racing possible, price on the value of the work conducted by marshals, it’d be tiny
they are heroes,” Lewis Hamilton wrote at the time. He is right. compared to the cost of paying a reasonable wage for their time.
Marshals make racing possible. Without them, from grassroots to Motorsport is steeped in cash. At its upper echelons, the mind
blue riband events, nothing would happen. The part they play in boggles at the amount of money being spent by teams, drivers,
keeping competitors and spectators alike safe is often understated, sponsors and organisers. It’s time paying marshals was added
and the danger they face while doing so not insignificant. to the balance sheet. Should the ambitions Bathurst 1000 plan
Why aren’t they being paid to take on that risk? become a reality, I’ll be watching those six glorious days of racing
Unfortunately, that’s a taboo question to ask in motorsport knowing it is happening atop the backs of volunteer marshals.
circles, and there doesn’t seem to be any reasonable answer. And after the victory champagne is sprayed, TV deal payments
There are some half-hearted arguments to be made against received, and performance bonuses paid out, not one red cent
paying for marshals, but they don’t stand up to heavy scrutiny. will be used to reward the marshals that made it all possible.

d m o t o r o f f i c i a l f m o t o r_ m a g 143
POWERED BY
SUBARU – VOLVO

0-100 KM/H

FUEL CONS
RATING
KW/TONNE

COMMENT
KERB KG

0-400M
TESTED

KW/NM
ENGINE

DRIVE
PRICE
Subaru www.subaru.com.au
WRX Nov 14 $40,990 (6m) $43,990 (cvt) F4/2.0T 197/350 all 1476 138 6.08 14.15 9.2 3.5 Gains a harder edge with entertaining handling, but the lumpy power curve and firm ride remain
WRX Premium May 14 $47,390 (6m) $50,590 (cvt) F4/2.0T 197/350 all 1514 138 6.24 14.27 9.2 3.5 Extra kit makes it a more habitable place, which isn’t what the WRX has traditionally been about
WRX STi Jul 18 $52,640 (6m) F4/2.5T 221/407 all 1548 146 5.29 13.51 12.1 3.5 Looks tough, with handling prowess and affordable price. Interior can’t match class benchmarks
WRX STi Premium Apr 16 $57,390 (6m) F4/2.5T 221/407 all 1572 146 5.49 13.62 10.4 3.5 You can delete the wing, but it isn’t actually any faster than the last STi and the steering’s iffy
WRX STi Spec.R Ann 17 $59,440 (6m) F4/2.5T 221/407 all 1572 146 – – 10.4 3.5 Luxo seats and upgraded brakes for the top STI. Still not sure why it gets the hallowed ‘R’ badge
BRZ Aug 17 $35,270 (6m) $37,270 (6a) F4/2.0 152/212 rear 1242 122 7.12 15.08 8.4 4.5 Looks better than the 86, with loads of handling balance. Engine really needs to be spanked for pace
BRZ Premium $36,780 (6m) $38,780 (6a) F4/2.0 152/212 rear 1242 122 – – 8.4 4.5 Extra nicities are welcome in an otherwise spartan-esque cabin
BRZ tS Jul 18 $41,190 (6m) $43,190 (6a) F4/2.0 152/212 rear 1255 121 7.48 15.37 8.6 4.5 JDM special scores Brembos, Sachs dampers and STI springs, which weakens the value equation

Suzuki www.suzuki.com.au
Swift Sport Jul 18 $27,990 (6m) $29,990 (6a) I4/1.4T 103/230 front 970 106 7.86 15.72 6.1 4.0 Perky engine, light chassis and loads of kit makes this back-to-basics hot hatch a winner

Tesla www.teslamotors.com
Model 3 Performance $84,900 (1a) Dual EM 353/639 all 1847 191 3.4 – 0.0 4.0 An M3 killer? We’ll see, but it’s quicker, cheaper and has a Track Mode!
Model S Performance $154,200 (1a) Dual EM 451/931 all 2241 253 2.7 – 0.0 4.0 Dual electric motors provide epic acceleration, but Oz infrastructure limits it to urban duties
Model X Performance $185,212 (1a) Dual EM 451/931 all 2487 228 2.9 – 0.0 4.0 A bloody quick, and now much cheaper, way to haul a family in silence

Toyota www.toyota.com.au
86 GT Aug 17 $32,180 (6m) F4/2.0 152/212 rear 1239 123 7.63 15.36 8.4 4.0 About as much fun as you can have in a car, regardless of price. Performance Pack option a must
86 GT $34,480 (6a) F4/2.0 147/205 rear 1261 117 – – 7.1 4.0 As above but with less power. Road noise and ride can get irritating
86 GTS Aug 20 $37,380 (6m) F4/2.0 152/212 rear 1258 121 7.47 15.27 8.4 4.5 Revised 86 scored more power and chassis tweaks, but the BRZ offers better value equation
86 GTS $39,680 (6a) F4/2.0 147/205 rear 1278 115 – – 7.1 4.0 Starting to get up there in price, yet with Performance Pack still optional
GR Yaris May 21 $49,500 (6m) I3/1.6T 200/370 all 1280 156 5.16 13.20 – 3.5 Toyota’s WRC-inspired creation adds all-paw grip and punch to the mini hot hatch class
GR Yaris Rallye May 21 $54,500 (6m) I3/1.6T 200/370 all 1280 156 5.2 – – TBC Amazing engine and ride quality of standard car, but with better rubber and mechanical diffs for traction
Supra GT Jan 21 $87,003 (8a) I6/3.0T 285/500 rear 1495 167 4.4 – – 4.0 Impressive return for the Supra nameplate, but it’s not the sportscar Toyota thinks it is
Supra GTS Feb 20 $97,003 (8a) I6/3.0T 285/500 rear 1495 167 4.44 12.62 12.3 4.0 As above with more kit, including bigger brakes, head-up display, fancy audio and 19-inch wheels

Volkswagen www.volkswagen.com.au
Polo GTI Jul 19 $32,890 (6dc) I4/2.0T 147/320 front 1355 108 6.7 – 5.9 4.0 Larger, more polished hot hatch, but heavier, no faster and still no manual
Golf GTI Aug 21 $53,300 (7dc) I4/2.0T 180/370 front 1309 138 6.4 – 7.0 4.0 Mk8 with full-phat 180kW and LSD in five-door guise to challenge i30 N, but it’s getting very expensive
Passat 206TSI R-Line wagon $63,790 (6dc) I4/2.0T 206/350 all 1639 127 5.7 – 7.4 3.0 Extended hatch lends practical appeal, but the light-footed Golf R wagon is far more tantalising

Volvo www.volvocars.com.au
XC60 T8 Polestar Engineered Mar 20 $95,353 (8a) I4/2.0TS (E) 311/670 all 2215 147 5.2 – 2.1 3.5 High power-to-weight ratio, but the fuel economy claims are unrealistic

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 NOTHING BEATS RAMMING A ‘TAPE’ RECORDER
IN SOMEONE’S FACE AT A MOTOR SHOW TO
TACKLE THE REALLY DIFFICULT QUESTIONS

Dan Gardner
I HAVE FOND MEMORIES of motor shows as a young man, BMW had arranged a dense line of po-faced security grunts
wandering the halls packed with glossy hardware wide-eyed and tethered together with a rope to prevent access to the stage,
overwhelmed by the sensory slap to the face. And while a big show Volkswagen whisked its people away so fast I thought they were
still invokes a sense of nostalgia and excitement, attending one as on elastic, while Hyundai’s efforts were even less subtle. Between
a journalist brings a whole cocktail of emotions. its people and the public it had actually constructed an elaborate
An average media day at a major international show looks cage and a moat. Ask any of the marques why, and the official line
a bit like this: Arrive as the doors are opening and, with more will be ‘Covid’ but, as the expression goes – why waste a perfectly
violence than a moshpit, fight your way to the first scheduled good crisis? I suspect something more calculated is going on.
press conference to find a spot as close to the stage as possible. That morning, while I was perilously piloting a hired e-scooter
At its conclusion another scrum will erupt, this time to approach from my hotel to a remote venue for a global reveal somewhere
the executive who has just finished their presentation. If you can in Munich’s suburbs, there’s no way I could be hunting around
get two half-sensible questions answered you are doing well but the various other displays for secrets and stories from rival
commit too much time and you’ll risk missing the next brand’s companies. And while there were still round-table interviews on
presentation, which has already started... in another area code. offer at the respective off-sites, nothing beats ramming a ‘tape’
If one-on-one executive meetings have been arranged, at some recorder in someone’s face to tackle the really difficult questions.
point in the day you’ll need to peel out of the chaotic procession This new strategy has been insidiously evolving over many
to have a sit down and a chat before rejoining later and trying to years. Audi, for example, chose to reveal its fourth-generation A8
catch up. And, if you’re lucky enough to uncover a scoop or two, not at a major international show where it would have to compete
you’ll need to decide whether it’s worth missing a presentation for attention, but at its own vast Audi Summit in 2017. BMW did
to write it up and file or continue on the manic merry-go-round. the same for its Vision M concept as part of its huge NextGen
When it’s all over and time for a well-earned beer and reflection, event in 2019, With coronavirus continuing to upending many
you’ll instead go back to a hotel room and stay awake until the traditional launches you can expect more of it to come.
early hours transcribing and writing, fuelled by minibar snacks And why not? The manufacturer has a captive audience to
and the fear that rival may publish a similar story before you. receive exactly the message it wants to give with an aggressive
It’s been that way since I started visiting shows professionally, efficiency. I’m troubled by this dark evolution of the motor show,
but this year, something was very different. IAA is the biggest auto but with social media and web-streaming allowing instant access
show in the world, usually based in Frankfurt, but decamping to new global car reveals from the comfort of your own lockdown,
this year to Bavaria for its biannual show. Manufacturers have do we really need the traditional format? I believe so.
been downsizing their involvement since 2017 and it was clear in Face-to-face communication with the major manufacturers is
Munich this year that so have the numbers of visitors. absolutely paramount and one of the best ways to keep big brands
Instead of continuing to shrink their onsite activities and honest and accountable. And sidestepping Australian CEOs and
presence, all but a handful of brands had arranged its own show managers to get to the board of directors at their home ground is
space elsewhere in the city and had no visibility at the main as vital as it is fun. I never thought I’d say it, but I’d trade this new
location at all. And those brands that made an appearance were type of show for the traditional half marathon of walking, chips
doing anything they could to keep journalists at a distance. for dinner and three hours sleep any day.

d m o t o r o f f i c i a l f m o t o r_ m a g 145
WHEN WE THINK of the Ford Sierra, the fire-breathing The XR8 also only weighed 1269kg, or 30kg more
Cosworth/RS500 springs to mind. As the dominant than the RS500, and with tweaks to the cooling,
force in local and world touring cars, even us Aussies suspension and brakes it was a tidy handler. It uses
got behind the idea of a four-cylinder, and not a V8, in the Mustang’s Borg Warner T5 five-speed manual as
top-flight tin-top racing in the late ’80s and early ’90s. ABOVE well as a Borg Warner differential. The side shafts and
Punters even jeered when Dick Johnson and John Bowe
While the Sierra XR8 driveshaft were beefed-up considerably. A MacPherson
is an interesting
were ‘robbed’ a Bathurst title in 1992 due to a red flag track tool, it also strut front end and an independent rear featured
technicality, demoting the DJR Sierra to second. competed against springs 50 and 40 per cent stiffer respectively, while
However, there was another way. It came before the a BMW 745i – yes, ventilated four-pot calipers took care of arresting the
boosted four-pot screamers and dominated its domain that’s right, a XR8’s surprising turn of speed.
7 Series. Alfa
in much the same way – and it was branded an XR8. Romeo entered its To fit the pushrod bent-eight in the relatively small
Like the homologation rules that delivered us the road- lightweight GTV6 engine bay the belt-driven cooling fans were swapped
going Cosworths, South Africa gained a four-door, 5.0- 3.0-litre and an R31 out for electric units and a slotted grille was added.
litre V8-powered Sierra back in 1984. Regulations for Nissan Skyline also Aesthetically, the 15.0 x 6.0-inch Ronal wheels were
made an appearance
the SA Group One category stipulated that 200 road- machined to fit over the upgraded brakes and you
legal examples must be built and sold, but the end tally could option it in any colour you liked – as long as it’s
crept to 250. Again, for South Africa only. white. Two-tone white. With Ford Motorport triple blue
While Dick Johnson turned to the Mustang after the pinstripe and a grey interior.
Greens’-Tuf XE Falcon, Ford Motorsport in SA plonked The exterior isn’t dominated by the Red Baron-
the 302ci Mustang V8 into a Sierra for the road-going inspired rear wing the RS500 is known for. Instead, it
specials. Okay, the raw numbers aren’t mind-blowing in uses slightly less ostentatious XR4i-style bi-plane rear
a modern context. Try 161kW @ 4750rpm and 374Nm deck. It’s on super-skinny 195/60 rubber, so it’s liable to
@ 3250rpm for the road car. However, the 0-100km/h hang its tail out at virtually any sniff of throttle.
time of 6.95 seconds, a standing kilometre in 28.24sec Each of the 250 V8-powered Ford Sierra XR8s built
and a top speed of 231km/h is much more impressive. are numbered accordingly. It’s just a shame none of
Remember, this was ‘84. Entry-level Ferraris had 179kW. those came Down Under.

12/21
THE MOTOR AWARDS
NEXT
2021’S BEST/WORST
ISSUE The good, the bad and
the fugly of a weird year
PLUS: Kimera 037: pedal to the metal in the reincarnation of Lancia’s rear-drive rally legend
ON SALE NOVEMBER 25TH
146 n ove m b e r 2 0 2 1 w h i c h c a r. c o m . a u /m o t o r
 WIN
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